Middle East Business Aviation Association Review - MEBAR 2011

PUBLISHED BY TIMES GROUP ON BEHALF OF

MEBAA BOARD MEMBERS

Founding Chairman Ali Al Naqbi

Franรงois Chazelle Airbus Corporate Jets

Mansour I Al-Tassan Bexair

Stephen Taylor Boeing Business Jets

Khader Mattar Bombardier

Olivier Villa Dassault Aviation

Camille Mariamo Emirates-CAE Flight Training

Mike Berry ExecuJet Middle East

Clive Richardson F&E

Ruedi Kraft Gulfstream

David Paddock Jet Aviation

Adel Mardini Jetex

Walter Heerdt Lufthansa Technik AG

Sulaiman Al Hamdan National Air Services

Ahmed Al Mamari Royal Jet

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INTRODUCTION

Published by

Times Aerospace Limited (TIMES Group) Thamesgate Business Centre, Thamesgate House, 37 Victoria Avenue, Southend on Sea, Essex SS2 6DF UK Tel: +44 (0) 1702 32 2000 Fax: +44 (0) 1702 32 2001 Email: mail@timesgroup.co.uk Website: www.timesgroup.co.uk On behalf of:

Middle East Business Aviation Association (MEBAA) Business Central Tower, Tower B, Office No 1503, Sheikh Zayed Road, PO Box 117733, Dubai, UAE Tel: +971 (4) 451 4433 Fax: +971 (4) 457 4065 Email: mail@mebaa.com Website: www.mebaa.com Twitter: MEBAAconnect Editor Alan Peaford Publisher Mark Brown Directors Mark Brown & Kevin Sammon Production & Design Manager Stephen Smith Production Coordinators Claire Silva, Denya Archer Advertising Sales Dave Evans-Winship, Nick Hutchins Contributors Geoff Thomas, Marcelle Nethersole, Steve Nichols, Liz Moscrop, Rob Coppinger, Phil Nasskau, Alan Dron, Steve Knight.

The views expressed in Middle East Business Aviation Review (MEBAR) are not necessarily shared by, nor should they be taken as the views of Times Aerospace Limited (the publishers), the Editor, or the Middle East Business Aviation Association (MEBAA). Times Aerospace Limited has not sought to dictate the choice of contributors or the articles’ content, and the editor has chosen a wide range of organisations and outside contributors. The views expressed are those of the individual contributors.

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Introduction Welcome to the fourth edition of the Middle East Business Aviation Review.

There is no question that the business aviation industry is maturing in the Middle East and North Africa.

There is no longer a surprise at the resilience of the region in the face of world economic events.

But in the last 12 months since our industry met at the MEBA show, a lot has happened across the region.

With revolution in Egypt and Libya, with political uprising in Bahrain and civil war in Syria there would be reason to suspect the days of strong growth are gone and that uncertainty would undermine the sector in the way it has the USA and Europe.

There have been challenges. Smart Aviation’s chairman General El-Maadawy said the country’s charter business was seeing around 40% fewer hours post-revolution, but as the rebuilding begins there are more opportunities.

Royal Jet have record results coming and Mubadala gets ever closer to the first regionally built business jet. Meanwhile the region will be soon building its own helicopter.

So, as the Chinese say, we live in interesting times.

I hope that you will find this edition of the Review enjoyable as well as interesting.

Alan Peaford Editor, MEBAR

Index of Advertisers Alsalam Aircraft Company 34 Aviation Partners Inc. 25 AVIATRAX 54 Boeing Business Jets 6, 7 Cedar Jet Center 18 Civil Aviation Authority of the Cayman Islands 60 Dassault Falcon 33 Embraer Executive Jets 10 Emirates - CAE Flight Training 50 Greenpoint Technologies 20 Gulfstream 38 Hadid International Services 2, 3 Hawker Beechcraft Corporation 46 Jeppesen 14 Jet Aviation 26

JetBed, Inc London Metropolitan University Middle East Business Aviation Association (MEBAA) MNG Jet Nofa Aviation Oman Insurance Company Orient Flight School Sabena technics Saudi Aerospace Engineering Industries Saudia Private Aviation Shannon Airport Signature Flight Support TAG Aeronautics Wallan Aviation

45 51 59 54 49 56 53 IFC OBC IBC 12 4 8 31

MIDDLE EAST BUSINESS AVIATION REVIEW • 5

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Contents 13 Foreword

By Ali Al Naqbi, Founding Chairman, MEBAA

15 Full steam ahead The Gold Standard of business aviation forecasts comes from Honeywell.

At NBAA in Las Vegas in October, the company issued its 20th edition of its annual Business Aviation Outlook. Alan Peaford was there to look at the predictions and projections.

21 The next generation of business jets is just ready to go Alan Peaford, author of the Pocket Guide to Business Aircraft, takes a look at the latest business aircraft programmes that could soon be at an airfield near you.

27 Power players Geoff Thomas reviews the battle of the major engine makers at the top end of the business aviation market.

30 Alptekin hails a new dawn for the Eclipse The “new” version of the world’s most famous VLJ will soon go into production. The first stab at the ‘revolutionary’ aircraft divided opinion in the aviation world when it went from winning the Collier Trophy to bankruptcy in just a couple of years. Now Turkish investors play a vital part in the resurgence of the world’s first real VLJ. Alan Peaford meets the man bringing Eclipse to the region.

35 Inflight connectivity is now a “must have” Onboard connectivity has come on in leaps and bounds for the business aircraft market. Steve Nichols reports.

39 Latest tablet technology is a chart topper Navigational information provider Jeppesen comes to the Dubai Airshow focusing strongly on the transformation from paper to the digital medium, particularly in the charting sector. Alan Dron reports.

MIDDLE EAST BUSINESS AVIATION REVIEW • 9

Contents 41 Planning to purchase a business jet? buyer beware Altair Aero Projects is a specialist in aviation finance that has been successfully experiencing and promoting partnerships with banks, law firms and family offices for its clients across MENA. The company’s founder, Christian Castang, believes that such partnerships can help protect the unwary buyer of business aircraft. He explains why.

43 How service and security has become a balancing act Rob Coppinger looks at the challenges facing operators in finding the balance between service and security as they meet changing international regulatory demands.

47 Personal security is high on agenda staying safe Passenger and aircraft security is a constant concern for the private aviation industry. Steve Knight looks at the situation facing Middle East business travellers flying outside of their safe territory in the Gulf.

51 With airlines snatching new recruits we ask: who’s up front?

A growing shortage of experienced pilots is putting pressure on operators in the Gulf to keep their fleets flying. Liz Moscrop reports.

55 Feeling the effects of the Arab Spring Political turmoil throughout the region has not quite quashed appetite for private jet travel, although the sector has had to adapt to new realities.

Liz Moscrop reports.

57 Clearing the grey skies The grey charter market is a big problem for charter operators in the Middle East, as it undermines an already impacted sector. Liz Moscrop reports.

61 US immigration gives refuel point the all clear Flying from the Middle East to the USA has been a challenge. Now Alan Dron finds out why an airport on the West Coast of Ireland can make it run smoother.

63 A-Z of MEBAA Members MIDDLE EAST BUSINESS AVIATION REVIEW • 11

FOREWORD

Foreword

By Ali Al Naqbi, Founding Chairman, MEBAA

MEBAA COMMITTED TO HELP REGION’S OPERATIONS I am very pleased to be welcoming you to another edition of MEBAR. The annual review gives us an opportunity to look back at what our industry has achieved in the Middle East and North Africa over the past year and also to look forward.

Following our successful MEBA event at the Dubai Airport Expo last year we hosted the International Business Aviation Council global meeting, the first time it had been held in the Middle East.

It was a great honour to welcome the heads of the different business aviation associations to our region and to be able to show them how far we have come in just a few short years.

I was proud to show the commitment that we have as an organisation to our members and to the case of business aviation.

There are many differences in the way the business aviation industry is perceived in other places in the world like North America and

Europe. And although there has been a long tradition of private aviation in our region it has not been as structured as it is in the United States.

In the past few years we have seen a development of operators in our region. I know that some have found it hard.

And that commitment that I talked about earlier, is what I need those operators to understand. MEBAA is committed to helping operators solve some of the challenges we face in gaining a freer access to the airspace, to developing systems and processes that work for our region but that guarantee the safety and the security of the people we serve.

I am delighted that MEBAA is working with a number of operators to address the issues that are the highest on their agendas.

Wherever I go in the world I am asked about concerns such as the illegal charter business – the grey market. Again, we must commit to help eradicate this practice. Civil aviation authorities such as GACA in Saudi Arabia and GCAA in the UAE are aware of the

problems this causes legitimate operators and the risk that it throws over customers and crew using aircraft in this way.

We will continue to address it and challenge it.

MEBAA is involved in more opportunities to debate these issues, whether it be through round table discussions or seminars or even general networking sessions. We are committed to meeting members and potential members right across the region as we bring events around the whole business aviation community of MENA. And through the year we will be preparing the way for the next MEBA show which will be our first in a new home. We are now past the 170 member mark and continuing to grow.

By working together we can develop best practice and I look forward to meeting you individually and sharing ideas as we push forward.

Ali Al Naqbi Founding Chairman MEBAA MIDDLE EAST BUSINESS AVIATION REVIEW • 13

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MARKET OUTLOOK

Full steam

ahead Reports in newspapers around the world may be predicting a financial Armageddon but according to Honeywell’s Business Aviation Outlook, tales of the world collapse may be exaggerated – at least as far as business aviation is concerned.

In its latest report, Honeywell forecast sales and delivery of approximately $230 billion in new business jets from 2011 through 2021, which it said represents approximately a 2% increase in total expected industry sales value compared to the prior ten-year horizon that Honeywell forecast in 2010.

Having said that, Honeywell estimates deliveries of 600-650 new business jets, down approximately 15% from 732 in 2010, which it attributes to continued slow global economic recovery. While 2012 deliveries are expected to be below 700 airframes, Honeywell anticipates higher delivery levels than in 2011.

While five-year buyer interest remained steady versus 2010, based on the reduced economic growth outlook and this year’s survey responses, the industry appears to be positioned to begin another period of expansion in 2012, which is consistent with Honeywell’s current industry outlook.

Honeywell surveyed more than 1,500 flight departments around the world for its annual business aviation outlook.

Aggregating all regions, five-year purchase expectations remain at a 30% level. Purchase expectations trended up in Asia and the Middle East, but retreated in other regions, most noticeably in Europe and to a lesser extent Latin America.

“The level of caution continues to be tied to concerns specific to each region,” said Rob Wilson, president of Honeywell’s Business and General Aviation business unit. “We noted over the last two years that the timing of planned purchases in the five-year window was heavily shifted in most regions to the post-2010 timeframe. That still remains the case, with roughly 80% of planned purchases timed for 2013 or after.”

One bright spot is the earlier demand timing coming from the Middle East and the BRIC countries - Brazil, Russia, India and China.

Wilson said that acting on these purchase plans in 2011 and 2012 is critical to providing the industry momentum, as current backlogs will not sustain delivery levels indefinitely despite recent book to bill ratios exceeding one at some manufacturers.

“This year, operators outside North America displayed mixed attitudes about the strength

The Gold Standard of business aviation forecasts comes from Honeywell. At NBAA in Las Vegas in October, the company issued its 20th edition of its annual Business Aviation Outlook. Alan Peaford was there to look at the predictions and projections.

MIDDLE EAST BUSINESS AVIATION REVIEW • 15

MARKET OUTLOOK

and pace of this nascent recovery,” said Wilson.

“They are still looking beyond the current economic climate and anticipating a return to improved business conditions, but some regions have tempered near term expectations and buying decisions as reflected in this year’s forecast.”

Despite the tepid pace of global economic activity, North American operators responding to the Honeywell survey indicated their overall new jet purchase plans for the five-year horizon were largely unchanged for the second year in a row.

The survey showed the more cautious European and Latin American purchase plans were offset by improved buying plans in Asia and the Middle East leading to an overall fiveyear demand for new jets resembling last year’s levels and similar to those seen in the 2007-2008 time frame. Despite the economic uncertainty, there have been relatively few programme cancellations and delays.

“The pipeline of new high-value models supporting long-term growth remains strong,” said Carl Esposito, vice president for marketing, strategy and product management at Honeywell Aerospace. “This year’s survey continues to indicate that international demand will still remain significant and contribute to longer-term growth.”

“The survey shows a mixed environment for business aviation growth as reflected by

16 • MIDDLE EAST BUSINESS AVIATION REVIEW

the individual market challenges of a recovering global economy,” Esposito said.

“The retail value of jet shipments has not declined to the same extent as unit deliveries due to the relative strength of large cabin aircraft offsetting losses in other sectors.”

The survey looked at purchase expectations across the geographic sectors.

North American purchase expectations remained largely unchanged for the second year running, rising by about 10 basis points over the prior year, but expectations in other world regions varied in response to global economic concerns.

Non-US demand still accounts for less than half of the new aircraft purchase plans projected over the next five years, despite the antipathy towards the sector by the US Government.

However, the 45% predicted is still growing and Honeywell believes that new jet deliveries will continue to reflect a global shift in share of demand, which is well above the current international business jet fleet share.

The survey indicates a potential demand for more than 5,000 aircraft globally during the 2012-2016 period.

These figures exclude demand from fractional ownership or branded charter startup businesses and piston aircraft owner tradeups into jet aircraft.

The assessments were in logical line to the

Honeywell reports last year that suggested a sharp recovery in deliveries was unlikely, since this potential demand has to be translated to orders and in turn to increases in production, which will take some time to implement if purchase intentions remain near current levels.

The survey also reconfirmed the strength of large cabin models in overall buying plans.

This result aligns with the relatively strong performance of large cabin aircraft throughout the current business cycle.

The business aviation industry has always taken the Honeywell Outlook seriously. This year MEBAA will be featuring a special presentation of the results at its industry round table ahead of the Dubai Air Show.

During the last two decades, it has provided numerous insights into the evolution of the industry. Some seminal changes first reflected in the Outlook included: • The advent of the light medium, ultra long range, super midsize and high speed ultra long range classes of business aircraft – new classes serving unique operator needs and offering cutting edge capabilities; • The sea change in composition of overall business jet demand from a U.S. centric to a global business; • The explosive growth of the fractional ownership model and its more recent contraction and nascent re-emergence; • The personal jet bubble and the air taxi business model’s lack of traction; and • The emergence of new full spectrum global business jet manufacturers.

At NBAA pundits agreed that Honeywell has played a major part in many of these revolutionary changes, either by promoting the customer needs behind the emergence of new aircraft, developing and supplying systems to facilitate those aircraft, or avoiding overzealous participation in endeavours that proved unsustainable.

Esposito said: “The forecast allows us to invest in areas our customers say are important to them. As the potential expands for a new class of aircraft, potentially the long range, mid-size cabin jet, we will be investing in the key technologies to make those aircraft as successful as the other classes are and have been.”

The Outlook can be drilled down for regional detail.

MARKET OUTLOOK

In this year’s survey, Asia, Africa, and Middle East regions ranked the highest in purchase expectations regardless of the economic environment.

Middle East, Africa and Asian purchase plans have moved up from 2010 levels and once again exceed the overall world average.

Purchase expectations of nearly 38% recorded in Africa and the Middle East were up almost nine points from 2010 levels. Asian purchase plan rates rose about five points over 2010 levels in the current survey, and, at 45%, lead all world regions.

The revisions in purchase plans came from improvements in both replacement and fleet expansion rates. Even with the prospects of slower near term economic growth worldwide, operators in these regions expect to be active buyers.

There has been a long tradition in the region of Middle Eastern operators taking advantage of economic conditions to invest and this seems set to continue.

Across the whole Asia/Africa region, operator purchase plans are still timed sooner in Africa and the Middle East than in Asia, but Asian operators reported strong buying intentions for 2013. Planned purchases, if realised, will result in more rapid regional growth in Asia and the Middle East and Africa, than is expected in North America, Europe or on a worldwide basis, the Outlook team reported.

“Clearly the relatively mild impact of the global recession on major Asian economies such as China and India is still helping support a more optimistic level of interest in business jets than in other regions. On the other hand, the slower recovery of major trading partner economies and ongoing concerns regarding export fuelled growth and Chinese inflation control policies continues to hold regional results below prior peak levels,” Honeywell said.

Confidence in Asian and Middle Eastern economic growth in the intermediate and longterm remains high, boosting interest in longerrange, larger aircraft with better operating economics. Concerns over new duty time restrictions, tax and regulatory compliance issues were again voiced by operators from the region.

The picture in North America is very different.

•

North American respondents say they expect to purchase aircraft equal to about 26% of their existing fleets for replacement or expansion during the next five years.

• Overall buying plans in the region are steady, with replacement plans offsetting a small decline in fleet expansion plans.

• Despite the slow pace of recent economic growth in the U.S. and the ongoing concerns over job growth, stock market volatility and deficits, the survey indicates that purchases over the next five-year period are planned at levels similar to those reported in the 2010 survey, reflecting the value and productivity these aircraft deliver.

In other regions, five-year purchase expectations were mixed. In Europe, purchase expectations equalled 29% of the current fleet, down about four points from 2010 results. “Clearly the ongoing concerns over European debt and the future of the currency union are weighing on operators in the region,” Wilson said. “In the longer term, the weaker dollar is projected against the Euro and other major trading partner currencies for some time.

The trend should result in potential tailwind for new jet demand driven by higher than average rates of growth and business expansion expected in Eastern Europe and Russia, the regional growth drivers.”

Overall, European operators reduced their desire to replace their existing fleets compared to 2010 survey findings, by a few points.

European plans for fleet expansion also softened, but to a lesser extent.

Purchase plans are timed predominantly in the 2012-2015 period, demonstrating a more restrained posture than seen last year and falling into a profile similar to the North American responses, however with moderately

stronger 2012 levels. Continued interest in moving into larger, longer-range and lower cost models was reported by European respondents. Large and mid-cabin models outpolled small cabin aircraft by a three-to-one margin in purchase plans, though small cabin models improved their share of purchase plans somewhat over 2010 levels.

In Latin America, operators reported slightly lower levels of purchase expectations.

Operators say they plan to purchase new aircraft equal to about 32% of current fleets for replacement or expansion over the next five years. Interest is still above the overall world average. That said, Latin American operators’ plans seem to be pragmatic about the outlook for economic growth in the region and remain cautious about the current environment, but relatively upbeat about long term prospects.

The survey showed Latin American operators are still looking at significant new aircraft purchases in the five-year period, but 93% are timed for 2012 or thereafter. Range and reduced operating and maintenance costs were leading reasons for replacing existing models.

This year Honeywell chose to survey the emerging economies as a subset of its traditional regional breakdown. Brazil, Russia, India and China (or BRIC) countries group of high growth emerging economic powerhouses is contributing significantly to overall business jet demand, and the survey indicates operators from this group of countries will continue to do so. Combined BRIC fleet replacement and expansion purchase plans came in at just over 49% for the next five-year period.

Though current fleets are relatively small, the high purchase plan level will generate significant new aircraft demand if realized.

More than 60% of the planned purchases are in the medium and large cabin class of business jets.

Chief reasons to replace current aircraft remain relatively consistent with prior surveys with age, range improvement, and cabin size all listed as important criteria in every region. In particular, range demands increased again in importance in this year’s survey and represent the top reason for replacement apart from age in every region in the survey. A desire to replace current models and gain the benefit of reduced operating and maintenance costs

MIDDLE EAST BUSINESS AVIATION REVIEW • 17

MARKET OUTLOOK

offered by a new aircraft also appeared prominently in every region.

At a presentation at NBAA in Las Vegas, Honeywell detailed how it reached its projections.

The company’s baseline forecast is based on 1-2% U.S. Gross Domestic Product growth in 2011, and positive growth on the order of just below 2% in 2012 and approximately 2% in 2013. Volatility of economic forecasts during the past few years remains a concern in the current environment and Honeywell said it continues to plan around a range of outcomes.

The Honeywell team also looked at the used jet market and at flight operation levels.

It discovered that the used-jet environment continues to show modest improvement, but remains challenging in the near-term. Over the last year, inventories of used jets for sale as a percentage of the active fleet declined by about four points off the peak levels seen in early 2009 and prices are still significantly lower than 2008 averages.

The 2011 survey recorded another modest improvement in worldwide planned used-jet purchases over the next five years, which may help maintain momentum in used inventory.

Used-jet purchase plans rose in every region,

18 • MIDDLE EAST BUSINESS AVIATION REVIEW

with the most significant improvements recorded in Europe and Latin America.

There appears to be a reluctance against used aircraft in the Middle East region.

The 2011 survey also recorded intentions regarding usage rates of business jets in the near future.

Most regions posted a shift in intention toward increased usage rather than decreased utilisation in the near-term. These results align with modest operational gains this year widely reported in the U.S. based on FAA jet cycle counts and in Europe using similar information provided by Eurocontrol. Survey results support projections of continued incremental recovery in operational levels for the balance of 2011.

Traffic recovery rates have settled into low to mid single digit rates for most jet classes in 2011 compared to higher rates of growth recorded in 2010. Very light and ultralong-range classes continue to enjoy the strongest performance year to date due to relatively small and expanding fleets, as well as improved utilization. International jet flights continue to recover more rapidly than domestic U.S. missions, but the gap is narrowing. International flight growth in

Europe has fallen more or less into parity with domestic traffic.

The implications of these used aircraft and jet utilisation trends are significant for service providers and dealers. Economic and operating cost concerns are clearly affecting the desire to own and operate older jets as extensively as in the past. The weakest recovery rates continue to be more prevalent in the small and midcabin classes or fleets with large numbers of mature model jets.

The current 2011 statistical forecasting model predicts a business jet delivery decline of more than 33 % from peak-to-trough measured in dollar terms (excluding fractional and start-up jet taxi demand) with the trough occurring in this year.

Last year a solid recovery in 2012 was anticipated, however disappointing rates of global economic recovery have added considerable uncertainty, despite relatively strong order performance in the first half of the year. As a result, the 2012 outlook has softened somewhat, but still shows modest recovery. The model is signalling weak but positive growth starting in 2012 with the next cyclic peak likely to be higher than in 2008, although fairly late in the forecast period.

MARKET OUTLOOK

Overall, Honeywell believes that the longer-term outlook for business aviation is still positive.

However, there are areas that are suffering in the current downturn.

Owners of fleets serving fractional shareholders and jet card purchasers saw demand reduce sharply in the current recession. Fractional fleet operators still have reduced order backlog and continue to curtail current new aircraft additions in the face of ongoing net share sales erosion.

New jet deliveries to fractional fleet operators were off 44% in 2010 and another 20% through the first half of 2011, with only four new jets delivered to fractional operators.

Net incremental sales of new ownership shares have deteriorated another 12% through the first half of 2011 after a 31% loss in 2010.

In results largely unchanged over the past two years, Honeywell is still projecting significantly lower deliveries to this segment for the next few years as excess capacity is worked off and shareholder levels are rebuilt.

The good news is that fractional type operations are returning with significant new business booked in 2011 for several classes of aircraft. Honeywell said it expects more significant order announcements before the year is over as part of broad fleet renewal and operational efficiency improvement strategies.

In its overview assessment, Honeywell said replacement demand for new aircraft contributes a significant share of new jet purchases in the fractional segment, which supports some improvement in new jet deliveries to the sector by 2012. This segment’s higher utilisation rates, and desire to maintain a consistent passenger experience with newer aircraft while maintaining low operating costs, leads to replacement at shorter intervals than is typical for traditional operator groups.

By its own admission, the 2011 Business Aviation Outlook is heavily influenced by new jet models mentioned by survey respondents, and projects a continuation of the strong demand share for larger business jet classes over the next five years.

Mid size-to-large aircraft combined account for around 35% of the projected demand through 2016, up slightly from a year ago. The next largest grouping is for long-range and ultra-long-range aircraft at 25%, also up several points from 2010. Light and lightmedium aircraft make up about 21% of projected five-year demand, unchanged from a year ago.

Sustained interest in the long and ultralong-range segment has been present for several years and reflects increased need for aircraft capable of trans-Pacific flights, as well as the growth in demand in other regions requiring more long-range operations as trade and economic growth is still anticipated. These longer-range models contribute more than 50% of the dollar value of deliveries over the

same period. The balance of demand is accounted for by very light aircraft, which account for roughly a fifth of the unit deliveries, but fewer than 4% of the retail value of shipments.

North America is expected to account for about 55% of business jet deliveries over the next five years, moving back toward the 50% mark set in 2008 as purchase plans have improved in Asia, the Middle East and Africa.

Honeywell has reported on the trend toward increasing non-North American share of business jet demand for many years, and the survey is still tracking with observed shifts in orders and deliveries very closely. Asian demand through 2015 based on the survey improved to around 9% of the total on improved purchase plans aimed at fleet expansion. European demand share remains near more traditional levels at 17%. Latin America’s share remained stable at 13%. The Middle East/Africa region also improved about one point, to just below 6%.

While these percentages shift somewhat each year, the overall demand pool remains fairly large so individual regions are still absorbing significant numbers of new aircraft into their fleets, even if percentage share slips a few points.

The 2011 Business Aviation Outlook looked in detail at the various market segments.

The 2011 assessment of the emerging personal jet segment has strengthened modestly, the report said. This portion of industry demand has been centred on the emergence of very light aircraft priced below $2.5 million, which had not previously been covered by Honeywell.

The current outlook continues to reflect low levels of near term deliveries for this class of jet and is heavily influenced by close monitoring of ongoing OEM developments.

Current 10-year potential is somewhat improved due to the infusion of fresh capital into select projects and incremental progress made on ongoing development programmes that improve the chances of several models entering service over the mid portion of the forecast period With this in mind, deliveries over the next

10-year period are still likely to be constrained to somewhere between 750 and 1,250 verylight personal jets. When combined with newgeneration low-cost aircraft carried in the verylight segment of the Business Aviation Outlook and detailed in the Flight Pocket Guide to Business Aircraft, the total deliveries range from 2,200 to 2,700 aircraft from 2011 to 2021, well below the range predicted earlier by Honeywell survey research. While the prospects for a few new personal jet programmes to enter service has improved, the near term soft demand for light class business jets weighs on the traditional very-light jet class resulting in a total forecast roughly in line with earlier projections, Honeywell said.

Honeywell has also avidly avoided covering the business liner category such as the Airbus or Boeing models (typically well over 100,000lb takeoff weight and based on transport airframes). But the company found purchase expectations were recorded for these models in this year’s survey. It forecast deliveries in this class will range around 220 to 240 aircraft through 2021 and should average roughly 20 aircraft per year in the forecast period. As well as Boeing BBJ series and Airbus Corporate Jetliners, this category also includes the Lineage 1000 from Embraer, plus corporate versions of twin aisle aircraft and potential corporate versions of new regional jets. This segment comprises an additional $18 billion of business aircraft sales.

In its summary, Honeywell predicts deliveries will continue to cycle down in 2011, but will post modest gains in 2012. The peakto-trough decline is expected to be in the range of 40 to 45% on a unit basis and about 33% on a value of aircraft delivered basis, reflecting the sales strength of large cabin models through the downturn (and corroborated by survey results in both 2010 and 2011).

In 2012, a combination of deferred delivery orders already in hand for some new models entering service and somewhat improved rates of global economic growth will result in a modest improvement in demand for new jets.

The pipeline of new high-value models in development also supports the long-term growth scenario, as well as strength in international demand.

MIDDLE EAST BUSINESS AVIATION REVIEW • 19

WHAT’S NEW

The next generation of business jets is just

ready to go Alan Peaford, author of the Pocket Guide to Business Aircraft, takes a look at the latest business aircraft programmes that could soon be at an airfield near you.

The business aviation’s manufacturing industry may have been in the doldrums since the global financial crisis first reared its head nearly three years ago, but while some manufacturers went back to the drawing boards, others have been quietly progressing towards certification goals and bringing their latest family members to the market.

The Middle East has been among the early-adopters for new aircraft and new technology and this next generation of business jets will be no different as MEBAA members are among those having had the confidence to place the orders – particularly at the top end of the market.

CORPORATE AIRLINERS Two Gulf countries are at the sharp end of the Boeing delivery list for the Boeing 747-8 VIP aircraft.

Under the Boeing Business jet (BBJ) banner, both Kuwait and Qatar are eagerly awaiting the latest version of the favourite “Queen of the Skies.”

The cargo version of the 747-8 has already been delivered to Cargolux – the company that is a third owned by Qatar Airlines – and the first passenger aircraft (“The Intercontinental”) is close.

But all eyes will be on the VIP version when the first delivery takes place at the end of 2011 or early 2012. Not that there will be much to see as the aircraft will still go through the meticulous completions process where “unique” interiors have been designed.

We are unlikely to see much of the Headof-State versions of the 747 but with nine aircraft now on the order books, undoubtedly designers will be showing more of their original concepts. And they have plenty of space to play with. The $320 million green

aircraft offers more than 440 square metres of cabin space.

The aircraft has a range of more than 9,000nm so the space will be valuable.

Another BBJ is also on its way – and that is the 787. The first passenger delivery of the “Dreamliner” aircraft took place in September. There are 12 orders for the VIP versions and six approved completions houses standing by. The first delivery will be in about a year’s time.

The BBJ version will be able to outstrip the 747 for range and is expected to be able to stay airborne for up to 22 hours. Designers have been getting excited about the new widebody for several years.

The European competitor to the 787 is the Airbus A350XWB. Airbus has developed an ACJ version of the aircraft and the largest order for the type so far came via Saudi Arabia’s MAZ Aviation. The problem at the moment for the A350 is that designs went back to the drawing board to meet some changing needs of airliners so there is still a time to wait before the VIP versions see the light of day. But meanwhile, across Europe

Boeing's 747-8 VIP version will be a regular in the Gulf.

MIDDLE EAST BUSINESS AVIATION REVIEW • 21

WHAT’S NEW

Left: How the Sukhoi jet will look in Comlux colours. Right: Bombardier's projected Global 7000.

various parts of the aircraft are being manufacturers ready for assembly of the first test aircraft.

LARGE JETS Bahrain-based Comlux was in the news at the NBAA show in Las Vegas in October when it became the launch customer of the Sukhoi Business Jet – named rather unoriginally as the SBJ – which is being marketed by the ItalianRussian joint venture Superjet International.

The idea of a VIP version of the new Superjet 100 regional jet was proposed at the Paris Air Show in June.

Comlux president, Richard Gaona, told journalists at NBAA that the value of the jet with its wide cabin, far outstripped the price.

The Middle East is tipped to be one of the key sales markets for the aircraft which will effectively go head-to-head with the Embraer Lineage 1000 which has already made a lot of friends in the region.

Priced at around $33 million Superjet see

this as being a kind of super large cabin that will fill a niche between the large cabin Gulfstreams and Bombardier flagships and the Airbus and Boeing corporate airliners.

Gulfstream has also been busy with its newest model, the G650 which has been on the shopping list of some of the region’s most select buyers for several years.

Earlier in the year, tragically one of the test aircraft crashed with a loss of all on board but the company was able to continue the programme and is on schedule to certify by the end of this year or early next. Gulfstream are expected to be at the Dubai Air Show in force so more could be said about the programme then.

The $70 million jet will certainly offer bragging rights as it is already proven as the world’s fastest civilian aircraft at Mach 0.925.

The Rolls-Royce BR725 powered aircraft has a range of 7,000 nm at Mach 0.85 so meets most mission requirements from Middle East cities.

As well as being faster than any other business jet, the G650 is also wider than its predecessor the G550 giving more space in the cabin for comfort.

Bombardier, which matched the original Gulfstream GV with the Global Express, has also come up with an answer for the flagship Gulfstream. It has two new aircraft types under way – the Global 7000 and 8000.

The pair will stretch range and cabin from the current Global XRS but work is still going on in Montreal to firm up the design specifications. At NBAA the company said it is aiming at 2016 and 2017 certification but further clarification is expected soon.

Another aircraft still effectively under wraps in the latest from Dassault which could be another large jet or could be a Super Midsize. Certainly it had been codenamed the SMS, but the 10k engine could drive a larger cabin. Work is underway in France on the programme and news of this too should begin emerging soon.

With certification due soon the Gulfstream G650 will be the fastest civil aircraft that money can buy.

22 • MIDDLE EAST BUSINESS AVIATION REVIEW

WHAT’S NEW

SUPER MIDSIZE Gulfstream has already established its position in the Super Midsize and the G280 (which was originally known as the G250, but underwent a name change to meet the particular market needs of the rapidly expanding and potentially lucrative Chinese market).

Certification was imminent as the MEBAA Review went to press.

Dassault also has an aircraft coming to market in this category. The Falcon 2000S was announced at EBACE in May and is a $25million variant of the successful Falcon 2000 series.

The aircraft which has all the style of the French manufacturer comes with three cabin options and a standardised cockpit which has enabled Dassault to offer the 3,350nm range twinjet at such a reasonable price. Deliveries will begin in 2013.

MIDSIZE JETS There has been a burst of activity in the Midsize sector with the latest addition – Cessna’s Citation Latitude being announced as recently as NBAA in October.

With space for a crew of two plus up to eight passengers, the Citation Latitude features Garmin G5000 avionics and a clean-sheet, 84inch fuselage for a 6-foot high, flat floor passenger cabin. It will be powered by the Pratt & Whitney Canada PW306D FADEC controlled turbofan engines.

Positioned between the Citation XLS+ and Citation Sovereign in Cessna’s product line, Latitude is targeted at those midrange charter or corporate operators offering a full fuel payload of 454 kilograms, a maximum cruise speed of 442 knots true airspeed (819 kilometres per hour) and a range of 2,000 nautical miles (3,704 kilometres). And priced at just $14.9 million .

Cessna is planning for entry into service in 2015.

Nextant's light jet is offering efficiency and price - and is available now.

Much sooner to market will be Cessna’s Citation Ten a souped up Citation X which until Gulfstream pushed the G650 to the limits was the world’s fastest civil aircraft.

The Ten will be delivered in 2013 and should have first flight by the end of 2011. Its performance has yet to be tested but it is thought it will give the G650 a run for its money giving great performance for a more $22 million.

Bombardier’s all-composite LearJet 85 is getting closer to reality. With 18.83 cubic metres of cabin space, it has 50% more volume than the LearJet 60 and will offer more speed and range and is also more fuel efficient.

It will be flying during next year and US entry into service is expected in 2013.

Ahead of the LearJet on the certification path is the Embraer’s Legacy 500 which could be in service by this time next year.

First flight is imminent and many will be watching to see how the $18.5 million aircraft fitted with closed loop fly-by-wire (The Legacy 500 and 450 are the only aircraft below $45 million to do this) will perform. It will carry 810 passengers some 2,800 miles.

SUPER LIGHT JETS Embraer is also entering the Super Light category with the smallest of the Legacy family, the Legacy 450. Although nearly two metres shorter than the midsize sibling, the 450 still offers a full six-foot high stand-up cabin. Entry into service is scheduled for 2013. At $15.25 million its 2,300 range and eight passenger payload is impressive.

LIGHT JETS The light jet market is still not strong in the MENA region although pundits suggest that as the market matures in the region the demand will grow. Cessna has again been active, in September unveiled the M2 as a step between the entry-level Mustang and the established CJ2+ The M2 should enter the market in 2013 and at less than $5 million its 400ktas (741 kph) is impressive. It promises a range of 1300nm.

Much bigger is the Cessna Citation CJ4 which achieved certification in May and should be seen in the region soon. At just over $9 million, the CJ4 has a range of more than 2,000nm and has a full-fuel payload of 453kg.

It will typically carry eight passengers and 11.25 cubic metres of cabin volume is comfortable for the light jet missions.

From Hawker Beechcraft the aircraft formerly known as the Premier II but now described as the Hawker 200 is progressing towards a 2013 entry to service.

Its predecessor the Premier I and IA performed well, but the new 200 has winglets and will offer greater range and cruising speeds – as well as increased payload.

It will typically carry six passengers but offers the potential of a 1400nm range for 900kg payload with full fuel.

NBAA this year also witnessed the formal introduction of a derivative of the successful Hawker 400. Nextant Aerospace have taken the airframe and added new Williams FJ44 engines, new avionics and effectively created a new aircraft. Deliveries have begun with prices at less than $4 million.

Hawker have not sat back quietly and it has

Embraer's Legacy 500 has clean looks - and fly-by-wire.

MIDDLE EAST BUSINESS AVIATION REVIEW • 23

WHAT’S NEW

introduced its own upgrade programme called the Hawker 400XPR which it is offering to existing owners for $2.2 million and will also include Rockwell Collins avionics and the Williams engines as seen on the Nextant aircraft.

For the Middle East, there is still a lot of baited breath in Abu Dhabi for the entry of the Piaggio Jet. With Piaggio a third owned by Mubadala and with the Abu Dhabi investment business promising a business jet being manufactured in the emirate by 2018 there is a lot of speculation mounting about just what this jet will look like and what category it will fall in.

ENTRY LEVEL JETS This relatively new class is about to be shaken up by Honda – although a delay to the programme related to the GE-Honda engine, accourding to the manufacturer has pushed the certification programme back in to 2013.

This aircraft is seen as a game-changer with its very different look. The $4.5m price tag may be higher than others in this category – but then so is the 420 ktas top speed and the 1,180 range.

With Honda’s brand already well established in the region through its automotive connections, this aircraft could be the one that makes a real breakthrough for this sector into MENA. VERY LIGHT JETS & PERSONAL JETS It may be that these aircraft will mostly show in the training market in the MENA region – but

The Cirrus SR50 is no longer Bahrain owned but may now be developed.

there is optimism that the new way of travel will make an impact.

At NBAA, Eclipse Aerospace announced a new Eclipse 550 which will be partmanufactured in Poland with final assembly in the USA (see separate story).

But while Eclipse is pushing ahead, other manufacturers are struggling to breathe life into their programmes. Until the end of October, Piper had been optimistic about its Altaire programme, but a new management team suspended the development blaming the outlook for this class of aircraft for the freezing of the programme.

Diamond Aircraft put its D-Jet on ice for a while earlier in the year but says it is back on course although may need more funding (again) to get it to certification.

Meanwhile Stratos Aircraft has had its

Honda's game-changing entry level jet has good brand recognition in the Middle East and has all the style you would hope for.

24 • MIDDLE EAST BUSINESS AVIATION REVIEW

Stratos 714 VLJ on wind tunnel tests but also needs more funding to get to market.

The Cirrus SF50 Vision personal jet is back on again, having had several ‘offs’ in recent years. Like the Piper, this is aimed at ownerpilots moving up from the company’s turbopowered singles to jet aircraft. It is unlikely that this aircraft will be seen in MENA – other than at shows – for some years to come.

But Cirrus was sold by the Bahrain investment company to the Chinese earlier this year and many see the new stream of funding giving an impetus to the lighter end of the market. But with all of these programmes back on there are clear opportunities for the MENA business aviation community, as investors, buyers or operators. There is a new sense of energy from the manufacturers that promises a new crest of a new wave to ride.

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BUSINESS AVIATION ENGINES

Power

players Geoff Thomas reviews the battle of the major engine makers at the top end of the business aviation market.

The global financial crisis still threatens to slide into double-dip recession on both sides of the Atlantic, thanks to the on-going weakness of both the €uro and the once ‘almighty greenback’, the US$. When coupled with the virtual collapse of the Greek and Irish economies (and talk of serious financial issues in southern European countries like Portugal, Italy and Spain) it’s hardly surprising that the problems have caused ripples throughout aerospace – not least in the realm of the business jet.

While some biz-jet airframe OEMs are continuing to make positive noises – and backing these up with positive order books – others are feeling the pinch and this is having a spin-off effect on the engine makers who are responsible for the second-most costly part of any commercial aircraft. Undoubtedly, the ongoing events of this year’s ‘Arab Spring’ uprisings across the Middle East and North Africa have had an effect too, although this appears to be most pronounced in airlines and business jet operators based in specific countries like Egypt, Tunisia, Iran and Syria.

With some engine projects ‘on hold’ or mothballed, the marketplace is waiting for a major announcement to breathe some life back into the arena. Maybe it will be long-awaited news of the ‘on’ and then ‘off’ and now apparently ‘on again’ new Dassault SMS? Some years ago all the talk was of new potential entrants into the 10,000lb class of high-bypass-ratio turbofan biz-jet and RJ engines – but then isn’t now. The reality is that none of them has moved beyond the ‘paper engine’ - or in some cases ‘core demonstrator’ stage.

One such project is French OEM Snecma’s as yet unbuilt Silvercrest engine that’s still a powerplant in dire need of an airframe. In May 2008, Snecma announced that it had successfully completed the planned series of tests of its new 10,000lb thrust Silvercrest engine core demonstrator.

During the tests the core logged around 80 hours, including more than 60 hours ignited, in less than four months, reaching its nominal MIDDLE EAST BUSINESS AVIATION REVIEW • 27

BUSINESS AVIATION ENGINES

The ACJ320 is growing sales and is of great interest to the engine makers.

take-off speed of 20,300 rpm. The tests concluded in March 2009, validating the core architecture, integration and performance, making Snecma the first engine manufacturer to validate a new engine concept in the 10,000lb thrust class.

The Silvercrest engine family, developing 9,500lb to 12,000lb of thrust, is designed to power super-midsize and large, wide-cabin, long-range business jets, although Snecma claims that the design also makes them eminently suitable for next-generation regional jets in the 40 to 60 seat class.

The engine comprises a one-stage fan; a five-stage axial centrifugal high-pressure compressor; a direct-flow combustor; a onestage high-pressure turbine; and a three-stage low-pressure turbine. Snecma’s initial design goals are: 15 to 20 EPNdB (effective perceived noise in decibels) lower than Stage 4 requirements; oxides of nitrogen (NOx) emissions an average margin 50% improvement over current CAEP6 standards; and fuel consumption around 10 to 15% better than existing engines.

Snecma has already spent US$100 million on the core demonstrator programme - and on tests of the axial and centrifugal compressors and so far all the data confirms that the engine will meet or exceed all its design targets.

Although the programme launch was originally scheduled for the first half of 2009, there has been no announcement so far.

However, the programme is still ‘live’ and Snecma awaits news from Dassault, as the French OEM is working ‘flat out’ to bring its SMS business jet, previously dubbed the Future Falcon, to market in 2016.

One project that has gone ahead, albeit more slowly than originally intended, is the 50/50 joint venture inked in 2004 between 28 • MIDDLE EAST BUSINESS AVIATION REVIEW

giant US aero engine maker General Electric (GE) and Japanese automotive company Honda.

GE Honda is responsible for the HF120 advanced 2,000lb thrust class turbofan propulsion system, the all-new engine featuring high-flow, wide-chord 18.5-inch fan blades and high temperature materials, all specifically designed to enhance payload, range and durability while giving a high thrustto-weight ratio and reduced fuel burn.

With a time before overhaul (TBO) of 5,000 hours and no need to open the engine for interim hot-section inspections, the HF120 has been designed to stay on-wing more than 40% longer than other current business jet engines.

Developed from Honda’s prototype HF118 test engine, the HF120 produces a maximum of 2,050lb thrust and so far only powers HondaJet’s advanced light jet. By EIS, scheduled for Q3/Q4 2012, the HF120 will have accumulated more than 15,000 cycles of ground and flight testing.

The compound-swept front fan and twostage booster are both GE Honda blisk designs, with the latest 3D aerodynamics drawing from the technology used on GE’s GEnx engines. The compressor features a titanium impeller designed to achieve maximum engine pressure ratio and stall-free performance while the combustor has compact reverse flow and single-stage air-blast fuel nozzles.

GE Honda Aero Engines continues to make steady progress toward certification of the HF120 engine and the company claims that it is already meeting design objectives for thrust, fuel burn and operability. FAA certification was planned for late 2011 but delays have pushed that back until 2012 meaning it will be 2013 for the full package. GE Honda said it is talking with more airframers about the next applications and believes that the engines

could be developed to produce as much as 5,000lb thrust (22kN), more than double the 2,050lb thrust for the joint venture’s launch engine and competing directly with powerplants from Pratt & Whitney Canada, Williams International and Honeywell.

Production standard GE Honda HF120 turbofans for the first conforming airframe were delivered to Honda Aircraft in October 2010 and the airframe/engine combination is already producing results equalling – or exceeding – design expectations.

Rolls-Royce is busily working on a new two-shaft engine family it is calling Advance2 and the UK company’s future product strategy indicates that it is to bring the all new twoshaft forward for entry-into-service (EIS) in the region of 2025.

This new 16,000 – 25,000lb thrust range engine family is targeted at four distinct, but related, markets: Medium and large corporate aircraft; regional aircraft; and the lower part of what has traditionally been called the 150-seat market.

Rolls-Royce strategy encompasses one single engine core to be incorporated in engines to cover these four markets, each with its own architectural set of building blocks.

The Advance2 Core - the core engine built within the E3E (efficiency, environment, economy) research programme – serves as the baseline for the future two-shaft engine portfolio of the Derby, UK-based company.

Design of the new centre-line engine core started in 2003 at the company’s Dahlewitz facility in Germany, where Advance2 will be developed. Successful testing of the latest E3E core demonstrator build - Core 3/2b – took place in May 2010 and further builds of Core 3/2 will be tested on an annual basis until 2013, when tests will include 1,200 cycles of

BUSINESS AVIATION ENGINES

The GE Honda joint venture is powering the new HondaJet programme.

endurance testing, representative of maximum take-off conditions.

Rolls-Royce said the technology embodied in this new family of engines will reduce fuel consumption and CO2 by 15-20%, emissions by up to 50% and noise by up to 12dB, compared to similarly sized engines currently in service. Advance2 is part of a wider product strategy that also includes the development of a three-shaft engine - Advance3 - and also open rotor technology.

Two new engines that seem destined to find their way onto biz-jets – albeit at the grander end of the market – are CFM’s new LEAP engine and Pratt & Whitney’s PW1000G (nee geared turbo fan or GTF). Both these engines are ‘clean sheet of paper’ designs and now that both Boeing and Airbus have decreed that they will re-engine their B737 and A320 families of single-aisle airliners (to become 737 MAX and 320neo) rather than design something totally new, it seems certain that the engines will become the most numerous powerplants flying until at least 2025.

According to most commentators, this is believed to be the earliest date that an all-new narrow-body airliner could enter service.

By summer 2011, CFM had produced more than 22,200 of its ubiquitous CFM56 engines, logging more than half-a-million engine hours a week on a range of aircraft including all variants of the Boeing B737 and the Airbus A320 family.

The same CFM56-7BE engines used on today’s Next-Generation (NG) Boeing 737 commercial airliners power Boeing’s BBJ while the -5B powerplant is also the ‘engine of choice’ for Airbus’ A318 Elite and A319 Corporate Jet. Originally launched in April 2008, CFM’s CFM56-7BE engine for Boeing’s 737NG family

Rolls-Royce is developing technology to reduce emissions and save fuel.

(including the BBJ) has been jointly certified by the FAA and EASA, both certificates being issued mid-2010. The engine entered service in Q3 2011, coinciding with Boeing’s 737NG airframe improvements.

Towards the end of 2011, CFM will launch an upgraded version of its CFM56-5B engine that powers the Airbus A320 family of airliners and corporate aircraft. The -5BE will provide a 0.5% fuel burn improvement and also 1% lower maintenance costs and a retro-fit kit will be available for existing -5B operators.

Development of CFM International’s advanced LEAP engine, an entirely new baseline turbofan engine to power Boeing’s 737 MAX and Airbus’ 320neo aircraft – and potentially large corporate jets, is continuing on schedule with a target to run the first full demonstrator engine in 2012. The engine is scheduled to enter service in 2016 and will offer double digit fuel burn improvements compared with the latest CFM56 Tech Insertion engines.

LEAP engines will incorporate revolutionary technologies never before seen in the singleaisle aircraft segment, combining advanced aerodynamic design techniques; lighter, more durable materials; and leading-edge environmental technologies.

The LEAP engine’s 15% better engine fuel efficiency, at mid-2011 fuel prices, translates to as much as US$1.6 million in fuel cost savings per airframe, per year, while the new engine’s industry-leading combustor technology will reduce NOx, a greenhouse gas, emissions by 50% compared to current requirements. LEAP technology will also achieve double-digit improvements in CO2 emissions and noise levels down by around 15dB, all while providing what CFM claims will be industryleading reliability and reduced maintenance costs.

CFM is close to completing a demanding 5,000-cycle endurance test programme for the new engine’s advanced 3-D Woven Resin Transfer Moulding (3-DW RTM) fan, along with the composite fan case, both being developed

by Snecma. It is expected that this entirely new engine will find its way onto both Boeing’s BBJ and Airbus’ Elite and Corporate biz-jets by the end of this decade.

When Airbus announced late in 2010 that it will offer Pratt & Whitney’s PurePower PW1100G geared turbofan as one of two engine options on its A320neo family of airliners scheduled to enter service in 2016.

And although Airbus says that the Airbus Corporate Jet (ACJ) versions of the A320 family (ACJ18/19/20) will still be powered by the ‘old’ P&W, CFM and IAE engines, you probably only have to ask. P&W’s PurePower PW1000 family uses an advanced gear system allowing the engine’s front fan to operate at a more efficient (slower) speed than the low-pressure compressor and turbine. The combination of the gear system and an all-new advanced core delivers double-digit improvements in fuel efficiency and environmental emissions as well as a 50% noise reduction.

In 2008, Pratt & Whitney partnered with Airbus on a flight test programme for the GTF demonstrator that included 27 flights and more than 75 airborne hours using the Toulouse company’s Airbus A340-600 flight test aircraft.

Pratt & Whitney began ground testing of its first PW1000G series engine on schedule in September 2010, validating full engine operability, engine fuel and lubrication systems, and overall mechanical characteristics.

An additional 15 engines are now involved in detailed testing that will culminate in engine certification of the initial member of the PW1000G series of engines in late 2012.

MIDDLE EAST BUSINESS AVIATION REVIEW • 29

INNOVATION

Alptekin hails a new dawn for

the Eclipse The “new” version of the world’s most famous VLJ will soon go into production. The first stab at the ‘revolutionary’ aircraft divided opinion in the aviation world when it went from winning the Collier Trophy to bankruptcy in just a couple of years. Now Turkish investors play a vital part in the resurgence of the world’s first real VLJ. Alan Peaford meets the man bringing Eclipse to the region.

“I’m supposed to be a genius not a model,” laughed Turkish entrepreneur Ekim Alptekin as his sat on the steps of an Eclipse 500 very light jet (VLJ) for our photographic session.

Yet he had looked every bit a model as he glided effortlessly through the cabin doorway of the VLJ – undergoing modification in a hangar on Istanbul’s Ataturk airport – with ease and confidence.

There were many who questioned whether that natural confidence was misplaced two years ago when Alptekin, who had led a group of investors to buy 120 of the VLJs, met fellow creditor American Mason Holland on the steps of an Albuquerque bankruptcy court and agreed to join forces to take over the assets.

It was a sorry story. The concept of the sixseater jet had split the business aviation world.

It was tipped to do to aviation what Henry Ford had done for the automotive industry with a business plan to produce up to a recordbreaking six aircraft a day.

Its main customer was a US air taxi service, with its own ambitious plan to operate aircraft all over southeast USA. When this failed, debt-ridden Eclipse failed with it. Certification from EASA was suspended and a period in Chapter 11 failed to allow survival for the Eclipse team. The factory closed and bankruptcy began.

So, step in Alptekin and Holland with other creditors to create Eclipse Aerospace.

“We had made the investment already. We were the biggest creditors but we had also believed what was possible,” said Alptekin. “I have a huge amount of admiration for Vern

Ekim Alptekin - optimistic about the VLJs future prospects for Turkey, Saudi Arabia and much of North Africa.

30 • MIDDLE EAST BUSINESS AVIATION REVIEW

INNOVATION

Rayburn [founder of Eclipse] he had a great vision. What he didn’t have was good financial management.

“We had experience of start-ups and this was effectively what we needed – a feasible business plan in place and a will to make it work.”

Two years on and Eclipse Aerospace is on track.

“We now have a strong balance sheet with zero debt, and we have been delivering what we promised to customers,” Alptekin said. “This has meant a lot of modifications in areas like the avionics and flight into known icing conditions. We are now able to supply parts and the newly FAA-certified integrated flight management system (IFMS) is the final piece in the jigsaw. We are close to reinstating the EASA certification without restrictions and then we will build from there.”

Alptekin is executive vice president of the company and chairman of EA Aerospace, which has the distribution rights to the Eclipse 500.

The aircraft’s performance statistics are impressive. It can fly at 41,000 feet above the traffic and the weather with a range of 1,125nm, with direct operating costs lower than leading turboprops and a fraction of other jets.

And, at just over $2million for a factorymodified Total Eclipse aircraft, it is almost half the price of a King Air. But that is now. There is no production of new aircraft and the light end of the business aviation market is still in the doldrums. These facts presented to Alptekin produce nothing other than a slightly raised eyebrow.

“The Eclipse is a personalised aircraft. It is what the cell phone is to communications; what the laptop is to computers and what TV is to entertainment. It wasn’t that many years ago that the idea of ordinary people having mobile phones was considered madness or that there would ever be a demand of anything more than six mainframe computers in the world.

32 • MIDDLE EAST BUSINESS AVIATION REVIEW

“Eclipse is revolutionary and the direct operating costs will mean private point-topoint aviation from airfields with runways of not much more than 700 metres becomes practical. Personal travel and fast effective business travel is not the preserve of the super rich.

“I am confident there will be greater demand for aircraft than we are able to produce.”

So does Alptekin see the six-a-day delivery promise from the Rayburn plan returning?

“That was never practical,” he said. “But look, there were 260 aircraft produced in around 18 months. Cessna, which had certified their Mustang before us, which didn’t have to deal with the issues we had or a bankruptcy, has barely produced 300 aircraft now. If it could have done it would. Eclipse had 260 aircraft in one-and-a-half years. That has never been done before.

The announcement came at NBAA in October that the Eclipse Aerospace would be producing an Eclipse 550 using shareholder Sikorsky subsidiary, PZL, to manufacture the airframe with final assembly taking place in the USA. “There are 30 aircraft in various stages of production already that would allow the line to speed up. I think we will be aiming at two a day rather than six.”

Alptekin sees no reason why there would not eventually be a full production facility outside of the Americas.

“We have been looking,” Alptekin admitted.

“We would want to diversify the risk and increase capacity. The US could produce 100 aircraft a year, so a second site will be needed.

We are looking for a country that has an aerospace industry, has good logistics, a skilled workforce and a beneficial tax infrastructure.”

MENA countries are on the list. “We are also looking at Turkey, too,” he said.

A key element of Eclipse getting back into production rests with the supply chain. The

new owners have met with previous vendors and the latest major investor is also helping.

Sikorsky – part of United Technologies – bought the stake in Eclipse Aerospace in October last year. The helicopter-maker’s president, Jeff Pino, had his own Eclipse before the bankruptcy and was a great fan of the aircraft’s capabilities.

“People like Sikorsky don’t get involved unless they are confident that the company is in good shape,” Alptekin said. “Having them on board is a great asset. They have great experience with supply chain management. It puts us in a better position in discussions with vendors and particularly now when the market is down.”

Alptekin is confident that sales will outstrip supply and sees it important that initially Eclipse will be selecting customers – rather than the other way round – and hopes these customers will prove the business model.

Getting the infrastructure in place is also vital. “If not it would be like selling a fax machine to people without a telecoms service,” Alptekin said. “We are working with SimCom for training and will open a training centre here in Istanbul where we already have a platinumfactory-level service centre. Remember within three hours flying we are in reach of one-anda-half billion people. That’s a lot of people who could fly and who could make use of secondary airfields.

“For example in the US there are 500 airfields that can take a Gulfstream – there are 10,000 that can take Eclipse. Markets and public opinion will change as it becomes possible and legislation follows market demand.

“The ability to do point-to-point business travel quickly at little more cost than in a car but in a fraction of the time speaks for itself.

Eclipse is a game changer. It is functional rather than a luxury but it is environmentally friendly and competes with the car rather than other business jets.

“It is secure. Travelling from Basra to Baghdad you can take hours in a rented armoured vehicle with bodyguards – or you can do it safely and comfort in an Eclipse in an hour.”

Alptekin is man with vision and a sound business plan – the game-changing aviation revolution is back on track.

CONNECTIVITY

Inflight connectivity is now a

“must have” Onboard connectivity has come on in leaps and bounds for the business aircraft market. Steve Nichols reports.

It is becoming easier and cheaper to have connectivity fitted to a business aircraft. And within a couple of years that connectivity is going to get much faster too.

Inflight telephone and internet access are becoming a “must have” on board any bizjet.

The major manufacturers, including Cessna, Gulfstream, Embraer and Dassault Falcon, have experience of fitting the required equipment, which usually amounts to adding an antenna and a satellite communications terminal, although your exact networking requirements can add to the final bill.

Fitting satellite communications to your aircraft turns it into a flying office – business

trips are no longer dead time, you can catch up with your email, do basic internet surfing and make important calls. Satcomms can allow you to use your mobile telephone and internet just as if you were on the ground.

Connectivity is also important on the flight deck. Aeronautical “safety services” - ACARS (Aircraft Communications Addressing and Reporting System) over satellite, weather reports and positional reporting and electronic flight bag (EFB) updates are all essential services and more reliable over satellite than HF/VHF. The range of communications speeds possible with these systems are on a par with

those available at airport hotspots and hotels.

That is, don’t expect blisteringly-fast broadband internet speeds – it will be fast enough to view web pages, and do some video streaming/video conferencing, but if you want to watch a film you are better off using a DVD. Now let’s look at each of the capabilities in turn.

Satcomms can allow you to use your mobile telephone just as if you were on the ground. You can choose between a wired or wireless system in the aircraft. The wired option used to be the most popular, but onboard GSM is now gaining in popularity.

Wi-Fi internet is also gaining in popularity.

Honeywell recommends that you need a single Wi-Fi installation for every 50ft of open cabin.

This means that for an average bizjet one Wi-Fi gateway will suffice.

A typical wired installation, such as the Onboard GSM telephony keeps people connected.

Image: OnAir.

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CONNECTIVITY

An artist’s impression of an Inmarsat Global Xpress Ka-band satellite.

EMS Aviation’s HSD-400 high-speed data terminal and CMX-100 cabin gateway would give you two analog phone connections and two Ethernet connections for internet.

This allows you to use your Blackberry, iPhone or other device fairly seamlessly, paying roughly $1.50/min. for voice calls.

Expect the connection to be as good, if not better, than you would get while driving your car.

If that isn’t enough, a terminal like the EMS HSD-400 and a CCU-200 (cabin network gateway) would give you the capability to have up to 18 different telephone handsets connected.

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But are your calls secure? It would be very hard to intercept and decode satellite telephone calls, but if you are worried you can encrypt them – turning them into complex code – just as easily as any other form of data, using any one of various types of secure phone equipment.

If you want to send basic emails this too is possible via the wired or wireless connection.

You normally pay on a per megabyte basis – typical costs being around $0.08/e-mail.

For surfing the internet you still pay on a per megabyte basis typically around $8.95/Mb on an Inmarsat pay-per-use data scheme.

It is also possible to set up a VPN

connection to a corporate network, giving you access to all your data on the ground just as if you were in the office.

Connectivity is also important on the flight deck. When making a trans-oceanic flight, it is essential to have reliable position reporting.

VHF range is inadequate and HF voice, while in common use, is spotty, unreliable and highly influenced by solar activity.

SITA recently passed the “two million ACARS messages per day” landmark, many of which pass via satellite.

Critical routeing information is sent by air traffic control through Controller Pilot Datalink Communications (CPDLC) over FANS (Future Air Navigation) systems using ACARS. Weather updates or new flight plans can also be requested by the crew. Satcomm data also supports real-time engine monitoring by delivering information to aircraft and engine manufacturers – the list of uses is growing rapidly.

For example, in the case of an emergency, the captain of an Inmarsat-equipped aircraft can make direct contact with ATC to alert search and rescue services. The system is set up so the cockpit has priority over, and can pre-empt, communications for any other purpose.

But who are the main players in the satcom market, and what do they offer?

Inmarsat offers its IP-based 432kbps SwiftBroadband (SBB) and 64kbps Swift64 services, but the launch of its lightweight 200kbps SB200 service, with equipment that can easily be fitted into a bizjet, is also proving popular.

Inmarsat also offers its older and slower “classic” Aero H/H+/I/Mini M packages for larger business aircraft, but these have really now been superseded.

The London-headquartered company recently announced that it was to offer more attractive pricing (for air transport) and double the number of channels available per aircraft as part of the evolution of the service.

Four channel SwiftBroadband became available in October. As part of this change a maximum of two channels per aircraft will be allowed to be used for streaming IP services at any one time.

Inmarsat has also announced that it is working on bringing connectivity to helicopters. SwiftBroadband and its short-burst waveform have not been well suited for use on rotary-winged aircraft, but the introduction of a new waveform will make a big difference.

New interleaving bearers are now being developed that re-arrange information packets across a longer burst, making it more robust in tough conditions, including under helicopter rotors.

Other new bearers will offer variable throughput from 60kbps in extreme connection conditions, up to 700kbps using a full 200kHz High Data Rate (HDR) waveform. Some airborne terminals types will be able to automatically

CONNECTIVITY

switch modes as demand and the link quality changes.

All of these bearer designs are currently planned to be available by Q1 2013.

For smaller business aircraft the lightweight Inmarsat SB200 makes a lot of sense. Offering up to 200kbps throughput, Inmarsat is working on a new antenna design, which when combined with the new bearer technology will increase coverage from 15 degrees elevation above the horizon down to five degrees.

This means that SB200 will work even further north in latitude than it currently does.

If you want an Inmarsat installation you’ll need to go through a supplier, such as OnAir, Aeromobile or Satcom Direct.

If Inmarsat’s L-band SwiftBroadBand service is not quick enough for you wait a couple of years for its Global Xpress (GX) Kaband service.

Whereas L-band uses frequencies in the 1 to 2GHz range, Ka will use much higher microwave frequencies in the 26.5–40GHz area of the spectrum.

The difference is just like an FM radio broadcast being compared with medium wave.

The higher frequencies means that you can get greater bandwidth – and with Ka-band that means data throughputs in the region of 40-50 megabits per second (Mbps), compared with 432kbps with the current L-band SwiftBroadband - up to a 100x speed increase.

Boeing is currently working on three 702HP Ka-band satellites that will form the Inmarsat I5 constellation when they are fully operational in 2014.

Fit SwiftBroadband now and you will have to upgrade your antenna and terminal when Global Xpress becomes available, although Inmarsat expects the two services to be complementary, not for GX to replace SwiftBroadband.

If you can’t wait for Inmarsat Global Xpress, and think L-band is too slow, there is an alternative - ViaSat’s Yonder high-speed connectivity is now available for business aircraft.

Yonder promises cable-like performance, plus seamless connections around the globe, via a Ku-band connection. Ku-band sits in the 11-14.5GHz part of the electromagnetic spectrum and offers typical connection speeds of from 1–2 Mbps to and 128–1024kbps from the aircraft.

The ViaSat VMT-1500 has Supplemental Type Certificates (STCs) for Gulfstream, Bombardier, Cessna, Boeing, and other aircraft and is sold exclusively through ViaSatauthorised Maintenance Repair Overhaul (MRO) facilities around the world.

Viasat currently has extensive coverage throughout the world via its partner KVH Industries. And there are plans to extend this further over the next few years, especially over parts of North Africa, Eastern Europe, the Far East and Northern Scandinavia. There is

currently good coverage over the Middle East.

Its new ViaSat-1 Ka-band satellite may also have been launched by International Launch Services (ILS) aboard a Proton rocket by the time you read this. This will be positioned over the USA and South America and there do not appear to be any plans at present to provide Ka-band services over the Middle East.

Another alternative available right now is Iridium, which now has more than 25,000 customers. While Inmarsat uses a constellation of geostationary satellites, Iridium has a fleet of more than 60 low-earth orbiting satellites.

Iridium’s global service allows aviation users to send and receive voice, messaging and data regardless of their positions on or above the earth.

The company also has satcom equipment available for the bizjet market and a further boost is expected to come with availability of its new NEXT constellation from 2015.

Aeronautical safety services, or a lack of them, used to be Iridium’s Achille’s heel, but that is now changing.

The US Federal Aviation Administration (FAA) recently authorised aircraft operating in oceanic airspace to use Iridium’s satellite data service for critical air traffic control communications.

This marked the completion of the FAA process evaluating aircraft flying in airspace under its jurisdiction to use Future Air Navigation System (FANS) 1/A over Iridium to meet communications requirements for air traffic control.

Other Air Navigation Service Providers

Thrane & Thrane’s Aviator 200 system for Inmarsat’s SB 200 service.

Below: ViaSat-1 under test.

(ANSPs) are expected to follow the FAA’s lead and accept Iridium as a viable option to meet communication needs.

Iridium has one major advantage over Inmarsat – cost. An Inmarsat high-gain system comes in at $300,000 to $400,000 or more, but a basic Iridium installation runs between $30,000 and $60,000 per aircraft.

The Iridium antenna is smaller, lighter and omnidirectional, which can make a big weight saving.

If you don’t need multiple channels and 200/432kbps download speeds (Iridium will only let you download small e-mail files at a lower data rate of about 2.4kbps) it might be worth looking at.

Last year Panasonic Avionics and Lufthansa Technik announced plans to form a joint venture - IDAIR - to provide in-flight entertainment and cabin management systems for VIP operators.

IDAIR’s Global Communication Suite, which includes mobile telephony, broadband internet and TV, is neatly packed as an integrated system.

It couples Lufthansa Technik’s “Nice” system and Panasonic Avionics’ X series. It is still early days for IDAIR, but with Panasonic’s satcom backing it looks promising.

Whatever route you choose, expect the route to airborne connectivity to get easier over the next few years as companies start to get licences.

Other connectivity providers for business aircraft are a little thin on the ground (or in the air). If you don’t mind restricting yourself to connectivity only when you are over the continental US, Aircell might be worth looking at.

Aircell’s Gogo Biz service operates over an exclusive, proprietary air-to-ground link using a network of wireless towers in the US. It uses a modified version of the same 3G mobile technology employed by Sprint, Verizon and others to provide nationwide mobile coverage.

It says that its voice quality and internet speeds in flight rival those on the ground. It’s used by most major aircraft manufacturers, including Cessna, Dassault Falcon Jet, Gulfstream, Bombardier and Hawker Beechcraft, as well as major fractional and charter operators including Flexjet and NetJets.

Aircell is also a distributor for both Inmarsat and Iridium for markets outside the continental US and Alaska, where its groundbased network runs out of steam.

So there you have it. There are currently a number of options for inflight connectivity in the Middle East and beyond, and the future, in terms of both the number of providers and the bandwidth available, is fairly rosy.

We already have L-band and Ku-band providing kilobit and single-digit megabit download speeds from your aircraft. And within a few years we will have true airborne multimegabit broadband, courtesy of Ka-band.

MIDDLE EAST BUSINESS AVIATION REVIEW • 37

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TECHNOLOGY

Latest tablet technology is a

chart topper Navigational information provider Jeppesen comes to the Dubai Airshow focusing strongly on the transformation from paper to the digital medium, particularly in the charting sector. Alan Dron reports.

The transition from paper to digital solutions helps customers operate more efficiently and reduces costs by reducing pilot and staff workload, eliminating paper revisions and increasing situational awareness in flight. So says Paul Eckert, Jeppesen vice president, aviation, for Europe, the Middle East and Africa (EMEA).

And the company will be reinforcing its message to the region's business aviation community at this year's Dubai Airshow.

“One thing that will definitely be prominently featured is the partnership element. Customers around the world rely on us as their trusted partner – and we are delivering more and more solutions, products and services to help meet their needs through all phases of flight.”

According to Eckert, the MENA region features lower numbers of aircraft by volume compared to other regions such as Europe.

“But the average cabin size/range of the aircraft is larger,” he said.

“Operators from this region influence both trade and aviation from South East Asia to Europe and the Americas. Also, not necessarily unique, but very important to doing business in this region, is being seen and having a local presence. E-mail and telephone communication merely complement the face-to-face and in-country interaction, which is exactly why Jeppesen is present in the region.

“We set up a Middle East office in Dubai in July 2007 to assist our customers throughout the Gulf region. We also have established a strong regional presence in the EMEA markets to better serve the needs of our customers directly. In Dubai, specifically, we have international trip planning services generated out of the office there and we also provide business aviation key account management across the entire Jeppesen aviation product portfolio.

“Jeppesen has served as a partner for MIDDLE EAST BUSINESS AVIATION REVIEW • 39

TECHNOLOGY

operators in the MENA region for several decades. Listening to this customer base and incorporating feedback from this critical aviation market is a Jeppesen hallmark. We have been a long-term partner with the Arab Air Carriers Organisation (AACO) and we have participated as a regular service partner in AACO executive and strategy development meetings.”

According to Eckert, the Middle East is “an extremely important and growing market” for his company.

“We have seen aviation in the Middle East region realise sustained growth over the past few years, despite the world economic downturn. We plan to continue to invest in our

products and in deepening the relationships we have with customers there.”

In common with other aspects of aviation in the region, Jeppesen has seen a rapid expansion in its business there.

“Growth rates in our business aviation portfolio prior to 2008 were extremely high, at times in excess of 30% year-on-year. Since 2008 we have still been experiencing doubledigit growth, albeit flatter in nature, which we anticipate will continue over the next five years. New operators are starting up, particularly in Saudi Arabia, and existing operators are expanding fleets and/or upgrading to wider cabin aircraft.

“We are basing our estimates on a number

of factors including the full order book of aircraft for the Middle East region, and airport expansion plans for Dubai, Abu Dhabi, Doha and Jeddah to handle the growth in passenger traffic over the next few years.”

The company’s mobile solutions, such as charting and flight planning, integrate with flight services solutions to support operators from international trip planning to day-of-flight operations.

“Our mobile applications that serve to replace paper-based materials in the cockpit have been well received by our customers worldwide,” said Eckert. “Recently, we introduced our newest mobile application, Jeppesen Mobile FliteDeck for iPad.”

NEW SOLUTION INTRODUCED ON EMISSIONS TRADING One of the most controversial aviation developments in recent years has been the European Union’s insistence on introducing its Emissions Trading Scheme (ETS).

This is currently under legal challenge from several nations but, faced with a situation where operators have had to make preparations to cope with the ETS if it does, in fact, go ahead, Jeppesen has introduced an ETS emissions reporting solution.

“Earlier this year, we introduced a new solution to monitor, record, analyse and report flight data within European airspace, in order to comply with regulatory requirements for managing carbon emissions set by the EU ETS guidelines,” said Eckert. “In a partnership with ETS Aviation, operators are now able to integrate a web-based application, the ETS Aviation Footprinter, with Jeppesen’s international trip planning services to manage essential monitoring, recording and reporting of carbon emissions in flight.

“This partnership provides operators with 40 • MIDDLE EAST BUSINESS AVIATION REVIEW

a one-stop solution to comply with EU requirements through a combination of an established ETS monitoring and reporting service provider and an internationally trusted source for trip and flight planning.

“The solution works to save operators time and effort in creating carbon emission reports and also provides a service to increase efficiency and reduce costs through the analysis of actual flight data. Operators are now able to enter and store monitoring plans, company and fleet information and flight data using this new solution.

“Flight data stored in the system is used to compile an annual emissions report to comply with European regulations. The data is also analysed to identify input errors and inefficient operations in order to increase the accuracy of emissions reporting and to promote potential fuel savings.

“It also can be used to collect data for all flights conducted by an operator, not just those in European airspace. Additionally,

passenger numbers and the payload per flight are recorded, providing a database that creates a tonne kilometre report (TKM) that is required for the allocation of free carbon allowances by the European Union.

“For annual emissions report verification purposes, ETS Aviation has established relationships with several approved European verifying agencies. These independent companies are able to access and verify an operator’s annual emissions report directly within the Aviation Footprinter application.

“This third-party verification of an operator’s annual emissions report allows the operator to then submit it to the assigned EU member state for final processing and approval. Jeppesen and ETS Aviation will be integrating the ETS Aviation Footprinter application with Jeppesen’s JetPlan and trip planning system programs to share data between the systems and streamline the flight data recording and monitoring process for operators.”

PURCHASING

Planning to purchase a business jet?

buyer beware Altair Aero Projects is a specialist in aviation finance that has been successfully experiencing and promoting partnerships with banks, law firms and family offices for its clients across MENA. The company’s founder, Christian Castang, believes that such partnerships can help protect the unwary buyer of business aircraft. He explains why.

Statistics indicate that, today, 20% of business jets purchasers are first-time buyers.

Some banks have shown a sustained interest in the financing of large aircraft converted to VVIP bizliners, notably Credit Cuisse (Switzerland), BNP Paribas and Credit Agricole (France), Barclays (UK) CITI and Bank of America (USA).

In most cases, this particular business segment represents (in term of numbers) a fraction of their aviation financing activity, let alone their overall business. Yet these banks are highly motivated because their ultimate goal in this “small and niche” business sector is to consolidate and strengthen their overall relationship with wealthy individuals or heads of state.

There is far more at stake in these financing deals than the VVIP aircraft acquisition alone.

And, in fact, these banks have a nonaviation approach to such aircraft financing.

Not only do they not rely on the financed asset as a security, (the finance is purely credit based), but they make sure that the repayment capacity of their wealthy client stems from existing estates or businesses that are not related to aviation. In this way they can hedge their risk.

The client’s perspective is also rather unusual. Although he is buying a large aircraft (sometimes even a wide-body), he does not have (as an airline does), the professional human resources and skills to undertake such a purchase with expert knowledge. Even more, he does not have the experience in outfitting the airliner to become a bizliner.

The issues he needs to address are numerous and extremely complex with significant and costly pitfalls for the unwary buyer.

• Defining the right aircraft type to fulfil the client’s needs: Buyers must be wary of making a purely emotional decision. The intelligent choice is based on a careful factual analysis, evaluating the entire spectrum of aircraft types, finance options and legal implications. The client needs to consider where he is likely to go regularly and how many people will accompany him?

Will he make mostly short trips or long trips – once a week or once a month? Will he take trips that he has never considered before once he owns his VVIP jet aircraft?

Part of the decision process is determining the right range, the right seating capacity and the right performance for the runways and MIDDLE EAST BUSINESS AVIATION REVIEW • 41

PURCHASING

airports that he plans to access. It is in everyone’s best interest to guide him accordingly and this also means looking to the future.

Buying and outfitting a business jet is not a quick or easy purchase – the needs for the next 3-5 years must be considered as a minimum.

Experience shows that the numerous personal and business benefits delivered by a VVIP aircraft often warrant a much greater investment at the outset than originally envisaged.

• Choice between new and used aircraft: The waiting time for a new aircraft – in particular in this category – can be years, so buyers in a hurry sometimes have no choice but to acquire a pre-owned model to speed the process. A well-maintained used aircraft can be converted or configured to new standards with the latest flight-deck avionics and cabin amenities. This may be quicker but it is not necessarily much less expensive and can be fraught with complicated aviation rules regarding airworthiness certifications that can catch out the inexperienced buyer.

• Research and selection of the required aircraft (if previously used) in the market: The phrase ‘buyer beware’ comes to mind.

• Aircraft appraisal (if previously used), definition of delivery conditions and purchase negotiation: Current aircraft values are dictated by ‘the market’. If backlogs are healthy and used aircraft are rare, then it’s a seller’s market and values are on the high side. Also, the delivery slot of new aircraft can be a real challenge, so customers are likely to pay a premium one way or the other. That said, buyers should bear in mind that, beside the price, there may be room for negotiation on the cost of the interior completion package, warranty coverage, crew and maintenance staff training, spare parts etc.

It always pays to bring in an expert adviser at this stage.

In the case of pre-owned aircraft due diligence, in particular the pre-purchase inspection of the aircraft and technical records, is vital. These inspections reveal which maintenance or upgrades are to be factored in, to what extent the cabin needs to be refurbished or replaced, and other information that can be leveraged against the asking price.

Expert due diligence will also tell if the aircraft has been properly maintained and if it is airworthy.

Ultimately, due diligence can save the buyer millions, as it can also give sufficient reason to walk away from a bad deal. Needless to say, it is vital to have highly proficient people doing it.

• Designer selection: Pragmatism, realism and practicality should always prevail at the design stage and it goes 42 • MIDDLE EAST BUSINESS AVIATION REVIEW

without saying that designers need to be sensitive, flexible and have a great capacity to listen.

Indeed, when it comes to the technical and regulatory constraints – which are stronger and more numerous in the aviation industry than in many others – understanding them is essential.

For instance, not realising from the outset that the aircraft will fall into the ‘commercial aviation’ category rather than ‘private aviation’ from a certification perspective, will generate endless delays and astronomic costs.

Similarly, as any completion project is governed by an agreement where the cabin interior specifications are a vital component, any omission in the specification can eventually translate into significant additional costs, risks or liabilities.

Applicable regulatory requirements, ease of maintenance, ergonomics, finishes, sound proofing, carpeting, placards and markings, and emergency equipment, are typical matters to be addressed. Such complex detail requires phenomenal hands-on effort and co-ordination by proficient designers.

• Outfitting centre selection and contract negotiation: With a limited number of outfitting centres, only a handful of which attain the pinnacle of craftsmanship and quality, and waiting lists that can extend to four years, demand exceeds supply and prices are exceptionally high.

It can be tempting to opt for an immediate slot with a second or third league provider where the risks of failure to meet delivery times and desired quality standards are prevalent. This is an area where enormous and expensive mistakes can be made if the entire process is not managed properly.

• Supervision of the completion process: New technology adds to the value of the aircraft. But it’s expensive and needs to be properly specified and expertly fitted to avoid technical nightmares. The latest communication technology includes safety features and utility enhancements that greatly extend the capability of the aircraft, particularly in areas of the world that lack the sophisticated infrastructures found in Europe, the US and parts of the Middle East and Asia.

The latest cabin technology is also essential because these aircraft are flown globally.

Satellite communications; high-speed internet; 24-hour news, weather, sports and financial market updates – and, in some parts of the world, live TV coverage – all enhance business aircraft utility and private enjoyment.

Professional supervision of the completion process to time, and to budget, pleases both customer and financier.

Because he is unaware of these complex issues, an inexperienced client often considers he’s merely buying a Bentley and all he needs to do is choose the colour of the leather seats.

This, rather surprisingly, leads to a

tendency to ‘do it himself’, imagining he’s saving a few thousand dollars, while what’s really at stake is an overall project cost potentially reaching several hundred million dollars.

The same do-it-yourself approach can also apply to more experienced clients who have been through this process before and feel that ‘now they know’. But each project is very different.

By failing to install a proper project management team, the acquisition and outfitting of a bizliner may well become a nightmare where unachieved objectives, poor performances and delivery delays combine to create huge frustrations and conflict.

Today’s buyer needs plenty of expert help.

A team of legal, financial, insurance and operational experts who can guide them on performance, price, contract terms, finance options, tax implications and legal issues is essential.

It seems obvious that a partnership between a bank willing to finance a VVIP bizliner acquisition and completion, and a professional project management organisation is a win-win situation.

The bank can introduce these expert management services to its prospective client and, by doing so, achieve at least two goals – differentiate itself from the competition and ensure that the project is kept, as much as possible, under control.

The client gets professional management that will hold his hand throughout a complex process and the completion centre is happy to benefit from a knowledgeable interface/buffer between themselves and the sometimes capricious and unpredictable client.

Altair independently manages all stages of large business jet acquisition and outfitting for private owners and operators, including Middle Eastern heads of state. The services include all technical, financial, regulatory and legal stakes. On a smaller scale, the company provides aircraft procurement and disposal services, including guidance on dry and wet lease solutions.

The firm also works with banks, as well as private equity and investment holding companies, to ensure that transactions and aircraft transition periods are managed smoothly.

SECURITY

How service and security has become a

balancing act Rob Coppinger looks at the challenges facing operators in finding the balance between service and security as they meet changing international regulatory demands.

The exemplary service expected of business aviation by high calibre travellers includes rapid passage to and from the airside and kerbside and, as executive airports grow in number in the region, there is an opportunity for government and operator partnerships to find the best combination of security and service.

It is no surprise to anyone that the Middle East is, bar Asia, the fastest growing region for executive travel. As well as its own strong historic links with Europe, the region has a key geographical location that makes it a natural hub for those traveling eastward from the mature economies of the West or from the

eastern super powers of India and China to the West.

“I don’t doubt [the region will see] continued growth,” said Donald Spruston, director general, International Business Aviation Council (IBAC). “Al Bateen [executive airport] will probably be the first of many,” he predicted. According to Spruston, as the region’s commercial international airports become increasingly saturated, business aviation airports will grow in number.

Certainly the number of business aircraft is expected to grow to 1,330 by 2019 and the number of business aircraft movements is forecast to rise to 160,000 by 2018. Business

aviation in the region is currently valued at US$493 million and that is expected to grow to over US$1 billion by 2018.

In July, Al Bateen executive airport, a former military airbase that has become commercial, announced that the first half of 2011 saw almost a 40% growth in private jet movements versus the same period last year.

One company already at Al Bateen is Falcon Aviation Services (FAS), one of MEBAA’s founding members. A. J. Baker, vice president business development and strategy at FAS, told MEBAR: “A commercial hub is often focused on servicing large commercial aircraft, which generate passenger and aircraft movements on a different scale. The priorities for somebody flying a private jet are safety, security, privacy and time. A dedicated business aviation airport offers all of the above.”

It is because of this difference in scale that executive airports can make the experience a

MIDDLE EAST BUSINESS AVIATION REVIEW • 43

SECURITY

personal one that meets the service expectations of the high calibre traveller, but also apply the internationally required security procedures.

Worldwide, the regulatory framework for those internationally required security standards, rules, policies and procedures is the International Civil Aviation Organisation (ICAO).

Security comes under Annex 17 of ICAO’s convention for international standards and recommended practices. Its provisions include the requirement for business aviation operators to have a security programme consistent with the risks inherent in their operations.

There is a clear need for effective partnership between operators and governments. This begins with fees for the use of police, other security personnel, immigration and custom officers and their equipment, which the private terminals or executive airport buildings need to house. Security programmes should, according to ICAO, be developed in accordance with industry standards that are recognised by governments’ security agencies.

The opportunity with this partnership, then, is for security agencies to recognise that business aviation airports will allow for a more efficient operation than large commercial airports. Where governments and operators can innovate is in meeting those high security standards while not inconveniencing the special customers.

Spruston explained: “There are vast differences in how corporations use their business aircraft, so a prescriptive one-sizefits-all regulation not only is onerous but does not provide for the level of security needed by many corporations.”

Baker added that Al Bateen owner Abu Dhabi Airports Company, “has a lean, effective and very pro-active management team that enjoys an excellent relationship with the security services and the operators who use them.

“But it’s not only about security, the quality 44 • MIDDLE EAST BUSINESS AVIATION REVIEW

of service at the airport has to be amazing as the passenger profile is very different to that of a commercial hub airport.”

But that’s not to say that this cannot be achieved within the grounds of commercial airports. Where possible, private terminals can be located on airport grounds that avoid the vast flows of humanity, which have to be managed at the main terminals of the likes of Heathrow and Charles de Gaulle.

Jet Aviation is one such company with a private terminal. Its Dubai director, Philippe Gerard, explained, “We have our own terminal, our own facility. We are opposite to [Dubai International’s] main terminal. Security is no different, it is tough - we screen everything.”

While procedures for passengers can be designed to meet the necessary security standards and accommodate a high-class service, security with regards to ground staff and crew will remain very stringent as it does not have to deal with the time constraint and the swift service customers demand.

Gerard said, “For ground staff and crew recruitment is a tough process, 15 days to three weeks to process with the police and airport authority.” And on a day-to-day basis it is no easier, with all employees having to be scanned every time they move from the airside and back.

While more appropriate national policies and procedures are welcome, the industry is challenged by the wide variety of rules that

different governments have, and all this regulation has a training cost for crews.

Some rules are not so burdensome. For example, in Europe a passenger’s car can be brought to the aircraft but not in other regions.

In the Middle East, cars can meet aircraft but they must be airport or operator owned cars that will whisk passengers to immigration.

While in regions such as Africa deplaning and reaching the kerbside is a simpler affair.

It is the variety in the other more substantive procedures that have to be followed that leads to more training for crews and therefore more cost. For airlines, which have crew that fly to regular destinations, the number and scope of the rules they encounter are limited. But executive flight services could be travelling anywhere in the world from one day to the next.

Because of this, IBAC is encouraging international harmonization in accordance with the ICAO Annex 17 standards. Fortunately, the world is not 193 United Nations recognised countries each with their own interpretation of ICAO standards. In this domain the economic behemoths that are the USA and European Union loom large and many countries adopt their regulations. Australia’s business aviation industry, for example, follows the European Aviation Safety Agency.

The US Government’s Transportation Security Administration (TSA) is expected to propose rule changes later this year. “It will take a while. It’s been delayed by a year. We’re not expecting a notice until late fall [October],” said Spruston. The proposed changes were first issued two years ago, under notice 2008-0021, and resulted in 7,000 responses, according to Spruston. For IBAC the notice contained many onerous provisions.

Perhaps the most surprising, and one which could also apply to aircraft flying to and from other regions, is the suggestion that noncommercial aircraft have to have air marshals.

Executive travelers may also be inconvenienced by the prohibited items list that has been proposed, which includes items that Spruston says do not need to be banned for aircraft weighing less than 100,000lb. Then, for the operator expecting to do business with the US, the background checks and mandatory audit programme would, for IBAC, be both onerous and costly.

Security policies and procedures will change over time, and government proposals are inevitable. For business aviation the challenge will be to maintain a very high level of service for the executive traveler, even when ever greater levels of scrutiny and potentially invasive security is believed to be mandatory by some governments.

For the private terminals and executive airports, minimising airside to kerbside travel time will be key. As Baker points out, “a passenger could be airborne within 10 minutes of stepping out of his or her car,” and those high caliber customers will want to do just that.

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SECURITY

Personal security is high on agenda

staying safe Passenger and aircraft security is a constant concern for the private aviation industry.

Steve Knight looks at the situation facing Middle East business travellers flying outside of their safe territory in the Gulf.

Be a “grey man” who doesn’t stand out – that’s the key piece of advice for anyone travelling on business from one global security expert.

AKE Group head of intelligence Fraser Bomford says people operating outside of their usual home areas need to blend in as much as possible and take sensible precautions.

“It may be terror alerts or bomb threats that catch the headlines but most problems affecting business travellers revolve around crimes of opportunity,” said Bomford.

“There is a delicate balance between looking smart for meetings and flashing

MIDDLE EAST BUSINESS AVIATION REVIEW • 47

SECURITY

expensive watches or jewellery while relaxing afterwards. A common sense approach is vital at all times.”

Founded in 1991, AKE provides security, intelligence and risk-management services to insurance, shipping, engineering and energy sectors, as well as supporting NGOs and the news media in hostile environments. The company has offices in various parts of the world, including Afghanistan and Iraq, has been registered with the Iraqi interior and trade ministries since 2005 and, among other services, produces regular intelligence updates on the situation in that country.

The AKE intelligence department, based in Lloyd’s of London, provides forecasting, security risk-analysis and political risk-analysis to a variety of global clients, many of whom are based in the Middle East.

“The Arab Spring created a number of travel hotspots and, of course, there are ongoing problems in Libya, Iraq and Afghanistan,” said Bomford. “The situation changes all the time and that’s why it is vital that people keep up to date with the latest intelligence.

“There is clear information out there in the public domain but the main problems affecting business travellers is often a combination of lack of planning, lack of awareness and lack of common sense.”

That is a theme picked up by Tim Mitchell, global CEO of assistance, medical, safety and security company, FrontierMEDEX. Formed this year from the merger of Exploration Logistics Group and MEDEX Global Solutions – two of the world’s most respected medical, safety and security providers – FrontierMEDEX works with more than 600

48 • MIDDLE EAST BUSINESS AVIATION REVIEW

credentialed providers in the Middle East and delivers a world-wide assistance, medical, safety and security solution, ranging from remote medical clinics, insurance and travel intelligence to medical and political evacuation.

"The most important thing that international travellers need whether they are flight crew or business aircraft passengers, is accurate and timely intelligence," said Mitchell.

“Clearly this is of greater import ahead of the trip for those who have never travelled to their destination, but even for those who have, making sure that they are updated with the latest information is critical to a safe and successful trip.

Some operators like Abu Dhabi's Royal Jet have their own in-house security. "As we are carrying VVIPs, royalty or high net worth individuals it is essential that we have our own people on the ground - especially in some of the areas we go to," said Royal Jet's CEO Shane O'Hare.

Like Royal Jet's passengers many FrontierMEDEX clients acquire pre-trip briefings that vary in approach and length depending on their travel circumstances.

Consequently, once a traveller has identified a certain threat, they need to evaluate methods to mitigate the accompanying risk, such as using private vehicles to negate a transportation strike or avoid crime after dark.

Often executives are briefed but family members and staff may not be. “Theft of personal documents, especially wallets and purses, is more common than people would think because they are out of their element

and can be more prone to leave such items out of sight. So, along with their cash and credit cards, their identification and passports are also gone,” explained Mitchell.

A good tip, he says, is to have copies of those documents stored in safe locations, such as homes or offices, that can then be e-mailed or faxed to help officials get the traveller back up and running. Also, security measures for passengers should be extended to crew members and the aircraft itself when facing questionable security situations.

The other element is keeping up with ongoing local events. “Very often situations ranging in scale from small disruptions to fullon national crises can erupt while travellers are at their destination,” said Mitchell. “Often, though not always, these are preceded by reports and indicators that could allow the traveller to adjust travel plans and avoid being caught in the situation.”

The MENA region has, admits Mitchell, experienced unprecedented disruption at the national level over the last several months.

“There have been mass protests and security crackdowns, three changes in governmental leadership and on-going military actions involving major western powers. The most unstable locations remain Libya and Yemen in that region with Syria close behind,” he said.

“Meanwhile, Egypt and Tunisia are attempting to plot an uncertain course forward but have largely stabilised for business travel for now. Bahrain, on the other hand, represents a small population with a lot of latent tension and its geographic, religious and political position between Saudi Arabia and Iran means we’re not likely to see a significant

SECURITY

improvement in the near future.”

Even seemingly minor incidents are kept under constant review. For example, AKE senior risk consultant John Drake recently reported on the situation in Kurdistan where Turkish and Iranian militaries continue to launch crossborder operations in search of Kurdish rebels.

“This is having a minimal effect on foreign nationals and the many private businesses operating in the largely stable region,” he concluded.

The current situation in Libya, however – particularly over the number of weapons freely available in that country – is causing particular concern, according to Bomford.

“We know that there are warehouses full of arms and ammunition that have been ‘liberated’ by the anti-Gadaffi forces and have subsequently ‘gone missing’,” he explained.

“Much of this could be targeted on aircraft and, in some cases, the weapons have the capability of bringing them down. If those arms were to fall into the wrong hands there could be very serious consequences.”

AKE is a security advisor to Air Partner, a leading corporate aircraft charter company with 20 offices around the world, including Dubai and Istanbul.

Air Partner describes itself as a world-class air charter company, which provides every type of aircraft, for every conceivable mission, in every part of the planet.

With that sort of portfolio in mind, AKE takes aircraft security very seriously.

“There is obviously a major difference between security at large well-run airports and in other places around the world where the aircraft are not as well protected,” said Bomford.

“There are different standards for both aircraft and passengers in different countries – particularly with the chance of, for example, local officials taking bribes.”

AKE carries out security audits and risk assessments – even looking at things like near misses – and ranks situations by region. “There are also a few airlines and airports that we keep a special eye upon,” he admitted.

Countries like Somalia and Kenya have recently taken the headlines for kidnapping – although in most cases it has been leisure tourists rather than business people who have been affected.

“If you are six hours on the ground in Somalia without the right security you will be kidnapped,” asserted Bomford, although he

admitted that there was even bigger danger in Latin America.

“It’s a business in Latin America,” he said.

“There are dozens of kidnaps a day in Mexico City.”

Mitchell agreed. “The Central American states are coping with the challenge of attempting to expand their economies while the political situation for that region is generally less sound than its South American neighbours,” he said. “When coupled with the significant increase and spread in criminal gang activity across that region, which includes a growing presence of Mexican cartel gangs such as the Zetas, outside of Mexico, these countries have a lot of challenges in front of them.”

Ironically, it could be the so-called “safe” areas where people are most at risk.

“There is a danger of complacency when travelling to a ‘safe’ area,” said Mitchell. “This is not to say that you need to have the same level of preparation in assessing risks for New Zealand as you do for Pakistan, of course, but neither should you let down your guard completely.”

It is a point echoed by Bomford: “People who travel regularly, particularly to the same destination, often get a bit blasé about it. My advice is to remain on your guard at all times.”

Nofa Aviation 20 Al-Namer Street, North Al-Maather Area, P.O. Box 14412, Riyadh 11424, Kingdom of Saudi Arabia Phone: +966 1 4825068 Fax: +966 1 4827190 Mobile: +966 5 00599356 Web: nofa-aviation.com The owner of Nofa Aviation founded a number of successful companies to support the primary needs of the Kingdom of Saudi Arabia and the Gulf countries. These business endeavours required transportation of a quick and reliable response.

Nofa Aviation started with the leasing of a Cessna Citation 5 until the year 2000in which it acquired a Cessna Citation XL. In the year 2004, Nofa Aviation purchased a Citation Sovereign 608 as a replacement for the Cessna Citation XL. In the year 2005, Nofa Aviation acquired a large executive aircraft to cover the owner’s expanding business and private needs. This paved the way for the acquisition of a Boeing Business Jet (BBJ) 2 that was delivered to the company in December 2006. BBJ 2 was considered the best VVIP type aircraft of its kind during the 2007 Dubai Air Show. However, the owners of Nofa Aviation did not stop there as they continued to expand their fleet of aircraft by adding a Cessna Caravan G100 to its fleet in September 2010.

Nofa Aviation operates and manages its aircrafts in accordance with the International aviation standards and proudly employs the best pilots and cabin crew. These people are experienced with handling VIP operations for more than 22 years.

The owner of Nofa Aviation continues to monitor worldwide aviation markets and attends numerous air shows worldwide to have updates on the possible acquisition of better medium and long range state of the art aircraft.

MIDDLE EAST BUSINESS AVIATION REVIEW • 49

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RECRUITMENT

With airlines snatching new recruits we ask:

who’s up front?

A growing shortage of experienced pilots is putting pressure on operators in the Gulf to keep their fleets flying. Liz Moscrop reports.

We are on the cusp of a new pilot shortage crisis, with little provision to solve the problem.

The latest Boeing long term pilot and technicians estimates report indicates that the world’s commercial fleet is set to expand to more than 39,500 aircraft over the next 20 years, 2,520 of which will go to the Middle East, (more than 800 of these will be business jets). Therefore the world’s airlines will need to add 460,000 pilots and 650,000 maintenance technicians, both to fly and maintain the new jets and to replace current personnel who are due to retire during the period.

According to Boeing, the signs of a global pilot shortage are mounting as airlines expand their fleets and flight schedules to meet surging demand in emerging markets. The forecast doubling of the worldwide commercial fleet emphasizes the increasing need for welltrained aviation personnel. The Middle East is especially affected.

The airframer reckons that the Middle East will need some 36,600 new pilots over the next decade, while Africa will call for 14,300 new recruits. As part of this trajectory the Middle East Business Aviation Association

(MEBAA) reckons that the number of installed business aircraft is expected to grow from the current 453 to 1,330 by 2019, with the number of business aircraft movements set to rise from the present 110,000 to 160,000 by 2018.

The growing shortage of pilots across the aviation industry is not the only problem. Since 2000 there has been a 40% drop in the number of pilots trained worldwide. Older pilots are retiring and there are not enough people to replace them. This need not be the case. Randy Tinseth, the OEM’s vice president of marketing said, “While airlines are set to grow at a remarkable pace, the demand for trained personnel is set to match fleet expansion. With almost half the population below the age of 25, the region has the right demographic to fulfil human resource demands.”

MIDDLE EAST BUSINESS AVIATION REVIEW • 51

RECRUITMENT

However, the emerging commercial aviation markets — Asia, India and the Middle East — are growing faster than the rest of the world, and these areas have very limited capacity for pilot training. Currently global pilot training programs can train only about 15,000 per year, which would leave a shortfall of over 3,000 new pilots annually. That means that a young commercial pilot can now expect higher pay and more attractive benefits, as the airline work to keep their pilots because of the scarcity. Managing director of UAE based Gama Aviation FZC Dave Edwards said, “At the point when you see national flag carries like British Airways introduce a cadet training scheme, you know the industry’s going to be in trouble.”

Global management consultancy A.T. Kearney has said that although the entire global aviation industry is facing a pilot shortage, the Gulf was particularly at risk due to the lack of locally trained pilots. Maktoum al Maktoum, director, A.T. Kearney Middle East said, “The GCC must produce more local pilots to offset the challenges of recruiting expatriates to fill this gap.”

Airlines in developing regions are using foreign flight crews and are also working hard to attract new pilots. According to the International Air Transport Association (IATA) “one Middle East airline has an advertisement targeting North American regional airline pilots or general aviation pilots, offering a career path that leads to piloting an A380 jumbo jet in the Middle East.”

Edwards said, “What I don’t understand is that we all know that pilot shortages are cyclical. We have watched it time and again. It would be good if a government agency could get involved to prevent it happening before it gets to crisis point. Perhaps with help with training, so it does not fall back on the industry.”

RISING PRESSURE The crisis has been impending for a while. At last year’s Aerospace and Defence Training Show (ADTS) His Highness Sheik Ahmed Bin Saeed Al Maktoum, in his role as president of Dubai Department of Civil Aviation Authority, chairman of Dubai Airports and CEO of 52 • MIDDLE EAST BUSINESS AVIATION REVIEW

Emirates Airline Group, said that for the aviation industry to thrive it needs “the training to play an integral part in the development… training not only develops skills, it develops self-esteem. It also is vital for the safe operation of any business – and none more so than aerospace.”

Additionally, as the global shortage worsens, it will become increasingly difficult to lure expatriate pilots away from their home countries where good flying jobs will be more widely available. However, the training organisations are looking at long time solutions. CAE pilot provisioning, for example, is working with airlines on a long-term solution to pilot recruitment, which may impact business aviation operators. Pilot provisioning expedites candidates from ab-initio through type rating. The process is designed to fast track flight crew requirements.

Local business aviation operators may well benefit, since they have a great deal of competition for cockpit personnel. UAE airlines employ more than 4,000 pilots, with Emirates accounting for 2,687 first officers and captains, followed by over 1,000 pilots flying Abu Dhabibased Etihad Airways jets and 270 and 244 pilots taken by the two budget carriers Air Arabia and flydubai respectively. To add to the demand, Emirates has 199 wide-bodied aircraft on the way, mostly Airbus A380 types. Etihad is due to take delivery of 92 planes by the end 2012.

Corporate operators are aware of the impending problem. Gama’s Edwards said, “There is a widespread industry shortage of experienced type rated pilots. I wish I knew where they were all going – we’re not sure if it is to the airlines or to other organisations.”

He believes that the crisis has forced airlines and other industry players to ramp up their benefits and salaries, so that pilots have a great deal of choice. Gama’s minimum hours requirement is for 3,000 hours. The company also aims to put together a good working culture and benefits package for its recruits, although Edwards says that the Middle East is now viewed as a good posting, so the high salaries and extra benefits for staff are a thing of the past. He added, “I always say that with

pilots there is one hour in the year that they are happy flying. Mostly they are flying too much, so they do not see their families enough, or too little, so it is finding that magic hour and addressing that, which makes for a good package.”

Salary ranges in the region for corporate pilots run from around 30,000 gbp for a co pilot to upwards of 100,000 gpb for an experienced captain. This, too, puts pressure on an already squeezed industry, which is suffering from a drop in charter. Edwards said, “Ultimately the passenger has to pay more, as costs inevitably filter down.”

MAINTENANCE The demand for trained maintenance personnel will also grow in proportion to the expanding global fleet. There will be a regional need to recruit trained personnel from outside the Middle East to fulfil the growing need for maintenance mechanics, technicians, and managers. There will also be a strong need for basic skills training to develop a local source of technicians. The Middle East will need 53,000 technicians to maintain the new aircraft that will be delivered to the region between this year and 2030. Typically an airline needs seven to nine flight crews per aircraft to accommodate scheduling and rest periods required by regulations.

Earlier this year Ali Al Naqbi, founding chairman of the Middle East Business Aviation Association (MEBAA) in his address to the NBAA 38th Annual International Operators Conference said, “This region is acclaimed as a high growth centre by the majority of our industry. Growth limiters in the region include inadequate availability of local manpower skills, especially flight crew.”

Another pressure point on the talent pool is that a key component of corporate flight crew skills is customer service ability. In today’s climate, corporate pilots also need to be ambassadors for their employers, and have business and management skills. Edwards pointed out that sometimes the amount of hours a person has is not the determining factor as to whether he or she will get hired. He said, “Airline crew are shut behind a door and

RECRUITMENT

no one sees them. In our sector the two people up front are often the first point of contact, and we need them to have great customer facing skills. This means that we would sometimes choose a 3,000 hour person over a 10,000 hour person it they were the right fit.”

Edwards added that currently Gama has a full quota of locally based staff (i.e. everybody is living in the region). However, he foresees that there may be a regional return to rotatational crews – i.e. pilots who live in another country and fly to the Gulf to work for two weeks and then back home. He believes this is damaging to corporate culture. He said, “We are fine at the moment, but as we take more aircraft on board, this could become an issue.”

MODERN LIFE Boeing also pointed to emerging training issues, which are that aircraft manufacturers and the aviation industry must keep pace with technology, including online and mobile computing, in order to match the learning styles of younger technophile pilots and technicians.

The growing diversity of pilots and maintenance technicians in training will require instructors to have cross-cultural and cross-generational skills

in addition to digital training tools and up-todate knowledge of the aeroplanes. There will be a need for training programmes tailored to enable airplane operators to gain the optimum advantage of the innovative features offered on the latest generation of aircraft, such as the Boeing 787 Dreamliner and the Airbus A350.

However, Al Naqbi is convinced that it is possible to tackle the problem. He said, “Every challenge is accompanied by an opportunity for betterment and this region has significant opportunity related to our industry. Regional availability of skilled manpower to supplement the local talents from the sub-continent is an added attraction. Establishment of training centres such as flight schools will create the facilities to fill the existing gaps in crew availability.”

To address some of the concerns, F&E Aerospace is arranging the first Gulf Aviation Training Event (GATE) at Airport Expo Dubai on 14 and 15 November during the Dubai Airshow. GATE comprises a conference over two mornings with the theme – ‘Averting the crisis: selection and training of Middle East–based flight crew for the next generation’ and is supported by an exhibition pavilion in the airshow exhibition halls, showcasing

training and simulation companies.

Speakers include Captain J. Randolph Babbitt, Administrator of the US Federal Aviation Administration, who will open the conference with the keynote address.

Conference director, Captain Ed Davidson, senior air transport advisor – international aviation, Tetra Tech, has lined up top air transport flight-training professionals to give insight and participate in panel discussions.

Alison Weller, Managing Director of F&E Aerospace, said: “The Boeing report is a timely reminder to the aviation industry in this region that now is the time to prepare training facilities and equipment to accommodate the huge influx of young people required as future pilots and engineers. The inaugural GATE conference will help by bringing industry players together to discuss the challenges and seek solutions to what will be an exciting time for this region’s air transport business.”

MEBAA is keen to get involved in looking for solutions to the pilot shortage problem. Al Naqbi concluded, “A powerful trade association like MEBAA can focus the concerns of its operator members through the right channels.

Our aim is to promote the organised growth of business aviation in the region.”

MIDDLE EAST BUSINESS AVIATION REVIEW • 53

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54 • MIDDLE EAST BUSINESS AVIATION REVIEW

CHARTER

Feeling the effects of the

Arab Spring Political turmoil throughout the region has not quite quashed appetite for private jet travel, although the sector has had to adapt to new realities. Liz Moscrop reports.

Mohamed Bouazizi’s self-immolation protesting about high-level corruption in Tunisia in December 2010 sparked a wave of unrest throughout the Middle East and North Africa that is still simmering today. Known as the ‘Arab Spring’, to date there have been revolutions in Tunisia and Egypt; a civil war in Libya; civil uprisings in Bahrain, Syria, and Yemen; and major protests in Algeria, Iraq, Jordan, Morocco, and Oman. Kuwait, Lebanon, Mauritania, Saudi Arabia, Sudan, and Western Sahara have also seen minor protests.

The tumult naturally is having a huge effect on people’s day-to-day lives in many countries – however, dig a little deeper and it is possible to see how its political and financial implications are affecting businesses in the region as a whole.

A key indicator is the state of the private aviation charter market. By March 2011 the segment had taken several punches. According to Magnus Henriksson, manager of Avinode Business Intelligence, the turbulence led to huge peaks in demand followed by enormous drops in requests. He said: “What we have seen is remarkable. Demand for flights departing from these countries increased heavily after the first full day of turmoil and then dropped off significantly as soon as leadership changes had been achieved.”

Claire Brugirard, of Dubai’s Air Charter International, described the regional charter aviation situation as “chaotic.” She said, “Egypt is settled, but Libya is extremely busy and difficult with lots of hurdles and obstacles.” It would appear that the greatest challenge for operators is obtaining permits for operations inside Libyan airspace. A number of companies have opted to forgo travel into the country due to the problems with obtaining proper permissions. Sharjah-based aviation services company Gama’s managing director Dave Edwards pointed out that such procedure changes have had a huge impact on the market. He said, “Alongside the massive changes of governments there have also been big changes in how to go about obtaining permits.”

The regulatory situation in Egypt during the worst days of unrest was reasonably clear.

“During the protests we were required to

obtain special permission from the military to fly in and out of Egyptian airspace,” said Tarek Fouad, of Smart Aviation, based in Cairo. “The process was very smooth. The names of those people who were not allowed to travel abroad at the time were on a published list so we only needed to give military officials the names of our passengers to obtain permission.”

According to Fouad, most of the flights out of Cairo during the unrest were for European and Middle Eastern business people and their families looking to get out of harm’s way.

However, Brugirard said that Libyan departure requests were far more diverse, and came from oil and gas companies, governments, corporations and private individuals.

The company also said that the overall trend appears to follow a predictable pattern, with charter demand rising and falling in line

with the ebb and flow of political unrest. Ralph Eisenschmid of Bahrain-based Mena Aerospace Eisenschmid theorised, “People have seen their investments devalue and are being cautious.

There is a ‘wait and see approach’ to flying.”

He added, “We had a flurry of charter requests at the start of April with employees and families getting out.” Gama experienced a similar situation. Edwards said, “There was an initial mad rush to move people around the region as businesses got staff out of hotspots.”

British charter broker Air Partner’s director of private flying David Macdonald agreed. He said, “What we have experienced in the Middle East is a notable corporate interest in our emergency planning services, where we have been extremely active.”

To compensate for the loss of charter revenues Mena has several business lines, which are supporting its charter strand. The company has taken on a second freighter 737300 as its cargo business has picked up, mainly transporting perishables into the region. Mena is also building a hangar and offers maintenance services. Eisenschmid said, “We

Revolution in Egypt meant a burst in orders for the regions charter operators to help repatriation.

MIDDLE EAST BUSINESS AVIATION REVIEW • 55

CHARTER

Chaos - but in control. Charter operators maintain a watch on changing world situations.

have scaled back on charter to keep costs in line with earnings. This has been more on pruning opportunity costs, such as office arrangements and sales and marketing spend.”

Gama, too, has scaled back on its charter operations, however, it has seen an uptick in its management business, with a new Sharjahbased VIP airliner set to enter service in its fleet coming online within the next few weeks.

IMPROVEMENTS Today it looks as though the market is growing slightly. Eisenschmid said, “We’ve had a

56 • MIDDLE EAST BUSINESS AVIATION REVIEW

smattering of business aviation travel, which picked up a little bit in June. Then there was a steady stream of requests though July, though we haven’t seen the levels of last year.”

Edwards believes that the unrest will help charter businesses reassess their core offerings and how to make them work. He said, “Arab Spring has been a brilliant training course, along with the recession, on how to make our business leaner.”

The Middle East market traditionally dips in the peak summer months as ultra high net worth individuals typically fly to cooler

climates, especially London. Both Mena and Gama report that with Ramadan coming up people are choosing not to travel.

However, there are shoots of green among the gloom. Founding chairman of the Middle East Business Aviation Association Ali Al Naqbi points out that the unrest is predominantly localised to certain countries. He said, “People talk about their concerns about the region after the ‘Arab Spring’ uprisings, but we look at this positively. Libya, Tunisia and Yemen account for barely 2% of the business aviation activity, but we know there is much greater potential. In Yemen for example there is not a single AOC issued for business aviation - yet I can think of 12 Yemeni owners with Swiss-registered aircraft. We know there needs to be infrastructure in place.”

Although there is an obvious need for such development, it seems that charter companies are a long way from hanging up their wings as the two major centres for private aviation are still reasonably busy. Air Partner reports that it has not seen any “significant” trends in the Middle East as a result of the unrest.

Macdonald highlighted, “The troubled areas do not have such great volumes for private jet travel that Dubai and Saudi Arabia have.”

CHARTERS

Clearing the

grey skies The grey charter market is a big problem for charter operators in the Middle East, as it undermines an already impacted sector.

Liz Moscrop reports.

There is no such thing as black and white thinking when it comes to the illegal charter market in the Middle East. It undermines the professional community, particularly at a time when the sector is so depressed. According to Ali Al Naqbi, founding chairman of the Middle East Business Aviation Association (MEBAA), one of the biggest challenges to the business aviation market in the UAE and the larger Middle East is this so-called “grey market,” which has carved out at least 20-25% of business aviation operations.

The grey market is effectively the system

where private aircraft owners without an air operator’s certificate (AOC) operate charter flights illegally. The hourly rates they charge are considerably cheaper than those posted by the legal segment. Al Naqbi told the Gulf News earlier this year that a company like Royal Jet, for instance, would lease a Boeing Business Jet for $20,000-$25,000 per hour (Dh73,460Dh91,825), but the grey market will offer it for around $15,000 per hour.

While the money savings are attractive, the consequences for customers flying in an illegal flight that suffers an incident could range from

huge expense – thanks to lack of insurance – to death. Other good questions to ask are if a service provider were cavalier enough to offer commercial flights without bothering to go through the exacting process of obtaining an AOC, how careful would it be about maintenance and pilot training?

Al Naqbi said: “This is one of our biggest challenges, it is a huge safety concern. It is very important for our business in the region to stamp it out. We have submitted various proposals to the GCAA, but it needs lots of work and coordination.”

The business aviation market in the Middle East is forecast to grow to over $1 billion 10 years from now, from $500 million now, with a total of 1,300 business jets in operation, according to MEBAA’s estimates. Therefore an

MIDDLE EAST BUSINESS AVIATION REVIEW • 57

CHARTERS

elimination of shady business practices at this point is critical.

The “grey,” or illegal market is one of the key problems MEBAA would like to tackle. Al Naqbi declined to put a figure on the number of such flights in the region, but said that the education process to counter such flights would have to involve airports, brokers, users and FBOs. EXTERNAL INFLUENCES MEBAA would also like to receive more support from more mature business aviation associations. Al Naqbi said, “I’d like to see more minimum cooperation between MEBAA and groups from more established markets. The sector in the Middle East has really only just started.” His proposal is that there is a common pool of information in a shared database to help counter security issues and shape a global business jet market. He added, “We can’t impose rules, but we can be proactive in making suggestions to operators, which would make the authorities happy as well.”

MEBAA aims to learn from other global markets. According to Al Naqbi, in India most business aviation players operate illegally, while in Moscow the number is around 70 %.

Both the US and Europe also suffered from illegal operators, but have managed to curtail such practices by education and raising awareness. Earlier this year, for example, The European Business Aviation Association (EBAA) initiated a campaign aimed at striking fear into the hearts of those who damage the legal market by operating potentially unsafe flights.

President Brian Humphries contacted members, urging them to translate EBAA’s safety concerns in 2010 into real action in 2011. He wrote, “Operating without a valid AOC and failing to comply with traffic rights are key concerns for many within the business aviation community. To help eliminate such practices, EBAA has developed a document entitled ‘Is My Flight Legal? Ensure the Safety and Legality of the Business Aircraft you Charter,’ to provide advice and guidance on the subject.”

The document takes the form of an open letter to brokers and customers, asking them to check that their provider is in possession of a valid AOC. EBAA has also created a printed brochure for passengers entitled ‘Is My Flight Legal? Your Rights as a Business Aircraft Charter Passenger’, which addresses passengers, politicians, authorities and regulators.

MEBAA, too, is urging everybody in the Gulf region, including passengers, operators, authorities and airports, to cooperate in the fight to eliminate the practice. The association is in discussions with bodies such as GCAA (General Civil Aviation Authority), airports and operators to put checks in place.

Local operator Gama Aviation Group’s CEO Marwan Khalek is keen to educate travellers about the dangers flying with illegal operators.

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He said, “Although charter rates may seem attractive, it is important that people have an awareness of the risks they may be taking.

People have a duty of care to their employees and families.” The grey market is a growing menace throughout the region and in Europe, whereby unscrupulous individuals undercut industry rates and do not obtain the correct approvals required to operate commercially.

Khalek is a keen campaigner against such practices in the UK and wants to get the message out to the Middle East.

SAUDI The Saudi Arabian market is the most at risk and constantly struggles with grey charter.

Grey charter operators are undermining the legitimate charter market, meaning it has been tough to gauge the true value of that market.

Data consultancy Avinode has published a report analysing the situation. Faisal Al Saddik managing director of Saudia Private Aviation, the private charter division of Saudi Arabian Airlines told the company, “Saudi Arabia is a very big and promising market, with its population of 27 million widely distributed between the major cities, aircraft have become an indispensable form of transportation.”

Ian Croxton, Avinode regional sales manager for Asia explained, “It wouldn’t be an exaggeration to say that there are more aircraft in Saudi than the rest of the Middle East put together. With the political and economic capitals split between Jeddah and Riyadh the demand for private charter between these two cities alone is immense.”

To combat the fraudsters, Saudia Private Aviation is striving to meet the growing demand for legitimate charter in the country.

“We are at the beginning of the process,” continued Al Saddik. “We are working with the CAA to modify regulations in order to protect our passengers from illegal activity and we are already beginning to see improvements in the market.”

A stricter regulatory framework will necessarily clean up the market, driving demand into the legal charter sector. A company such as Saudi Private Aviation, which flies a fleet of eight executive aircraft, has to fight its corner in order to maintain its competitive advantage.

The Gulf region is recognised as one of the key markets for private aviation, and Middle East Business Aviation Association (MEBAA) chairman Ali Al Naqbi is determined to help shape it as a safe one. To this end he is proposing to set up an informal working group dubbed ‘Middle East Control’, rather like the early days of Eurocontrol when the six founding member states collaborated to achieve integrated air traffic services across Europe. With 22 jurisdictions covering the Middle East and North African (MENA) region, Al Naqbi is aware he has a lot of work ahead.

He said: “This is not necessarily a government-backed entity, rather a private grouping of small companies working together, to start something that we hope will eventually be adopted across the whole Middle East and North African (MENA) region.”

Gama’s managing director for the Middle East, Dave Edwards, is in full support. He, too, has been a key driver behind setting up a MEBAA working group to combat the issue. He said, “The first meeting is due to take place on November 10. It will happen for sure at some point during the Dubai Airshow.”

ADVERTORIAL

The Civil Aviation Authority of the Cayman Islands (CAACI) The (CAACI) is the regulatory authority responsible for all aviation regulation in the Cayman Islands and for aircraft on the Cayman Islands Aircraft Registry, wherever they are based and operated.The regulatory obligations for effective safety oversight exercised by the CAACI are based on the standards and recommended practices of the International Civil Aviation Organization (ICAO).The United Kingdom is a signatory to the Convention and the Cayman Islands, as UK Overseas Territory, is obligated to observe this commitment.The CI Registry is well known for ensuring and maintaining a high reputation for providing a safe, stable and credible flag for registration of aircraft and to qualify, rigid standards and exact qualifications must be met before any aircraft can be accepted onto the registry.

The CAACI also prides itself on the high standards of client service that is offered to its global clientele. Affording flexibility in the scheduling of aircraft surveys, locations of aircraft surveys, working to client’s timeframes, being available to answer questions or advise on technical issues are among the benefits and advantages of being

60 • MIDDLE EAST BUSINESS AVIATION REVIEW

associated with the CI Aircraft Registry. In addition, the CAACI has partnered with leading legal and financial firms that conduct business in the Cayman Islands to be able to offer its clientele a fresh approach to ‘one-stop’ shopping or a boutique approach. Clients find that they are able to facilitate the registration of their aircraft or other assets, financial structures, legal arrangements, mortgage registration and securitization of assets by taking advantage of the relationships that exist between the CAACI and its local partners.

Considering itself a “registry of choice” amongst many alternatives for aircraft registration, the CAACI is discerning in its acceptance of clientele, targeting those clients that value strict safety regulations, those that meet stringent financial compliance requirements and for whom the protection of asset value is a priority.

Visit the CAACI website at www.caacayman.com for additional information on the CI Aircraft Registry or email the CAACI at civil.aviation@caacayman.com

FLIGHT SUPPORT

US immigration gives refuel point

the all clear Flying from the Middle East to the USA has been a challenge.

Now Alan Dron finds out why an airport on the West Coast of Ireland can make it run smoother.

If you’re flying from the Gulf to North America by business jet, the odds are that you’re going to have to stop for fuel somewhere along the route.

Since the 1930s and the advent of flying boats that used the estuary of the River Foyne off the coast, Shannon Airport, on the southwest tip of Ireland, has been able to trade on its position as the last chance to refuel for aircraft heading west across the Atlantic – or the first such stop for those coming in the opposite direction.

Now, however, the airport has another string to its bow in its efforts to attract Middle East business flyers – the world’s first US immigration and customs pre-clearance facility for business aircraft.

The airport has had a pre-clearance facility since 2009 when British Airways started flying an all-business class Airbus A318 from London City Airport, adjacent to the Docklands commercial district, to New York JFK. London City’s short runway means the aircraft cannot carry a maximum load of fuel and passengers out of the UK capital, so it makes a brief stopover at Shannon to top up its tanks. While it does so, passengers can pre-clear US immigration at a special facility set up by US Customs and Border Protection (CBP).

This means BA’s passengers effectively arrive in the US as domestic passengers, allowing them to bypass the frequently lengthy immigration queues at JFK. This ability to pre-clear passengers has not existed for non-airline flyers. Until recently.

Shannon’s business development manager Joe Buckley will be at this year’s MEBAA show to spread the word among the Gulf’s private jet operators and flight-planners.

A percentage of Shannon’s transatlantic business jet traffic already originates in the Middle East and the region “is a key target for growth for us”, he says. “I went to MEBAA last year and got a fantastic reception. It was the first time I’d attended and it was one of the best shows I’ve ever been to.”

There is already a historic link between Shannon and Dubai, with personnel from the Irish airport behind the creation, many years ago MIDDLE EAST BUSINESS AVIATION REVIEW • 61

FLIGHT SUPPORT

now, of Dubai Duty Free. Buckley intends to build on that relationship and capitalise on Shannon’s unique pre-clearance capability for business jets.

In 2010 Shannon handled 1,700 corporate aircraft, an increase of 10% on 2009, and the airport has the ambitious target of tripling its current level of activity over the next five years.

“In the past, our main focus has been on Europe and the US,” says Buckley, “but we’re now very strongly focused on the Middle East because it’s obviously a growth region and there are a lot of people out there with their own aircraft.”

Aware that many of those people like to maintain a low profile when travelling, Shannon has created another pre-clearance area for executive jet travellers, away from the main area used by airline passengers.

“Business jet passengers do have to come into the building, rather than staying on the aircraft, but we now have a VIP screening area, so they don’t have to go through the normal screening channel.

“The only other thing is that bags also have to come off. The handling agents bring them in, but we’re working on making this as efficient as possible and it’s something that can be done without any difficulties for the passengers.

“Should customs decide they need to see inside someone’s luggage they can send a message through to the VIP area within minutes and the situation can be resolved away from public view.”

Given the levels of discretion that some Middle East passengers like to exercise, does the requirement to come into the new CBP screening area pose any difficulties? Not really, says Buckley.

“Our experience is that people do like to get out of the aircraft, stretch their legs and get a bit of fresh air. In fact, we’ve found that when

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people come out of the Middle East where it’s very warm, they actually like to get out and enjoy the cooler weather.”

Typically, he adds, the time spent by an executive jet stopping at Shannon with two pilots and a couple of passengers is less than an hour, from touchdown to wheels up.

Naturally, the greater the number of passengers, the longer the screening will take, but it should not extend to much more than an hour.

While passengers are being screened inside, the aircraft itself is checked by CBP officers. All baggage, personal items and any merchandise has to be removed from the aircraft and all storage compartments left open for inspection.

It was at this point that the biggest single problem with the pre-clearance system was initially encountered. The CBP insisted, for safety reasons, that all the aircraft’s systems had to be powered down and the auxiliary power unit (APU) switched off. This meant that the crew had to bring all the systems back on line after the inspection, which typically added 35-40 minutes to the time the aircraft was on the ground.

“The APU thing wasn’t a great start,” admits Buckley. However, following negotiations with the CBP, the APU can now be left on, provided its exhaust is at least eight feet (2.45 metres) above the ground and thus safely out of the way of nearby ground personnel. “First flight under the new system was gone in under 45 minutes,” he notes.

There are virtually no other problems to overcome from a technical standpoint, he says.

“We’re open every day of the year, we don’t have slots or restrictions, or more expensive charges for certain times of the day or night.”

On top of that, Shannon has an excellent weather record, not to mention one of the longest runways in Western Europe, so it can

accept pretty much any type of business aircraft. The CBP pre-clearance restricts an aircraft to arrival at the US airport named in its filed flight-plan, but with 220 airports to choose from, this is hardly a problem. Given US sensitivity to the inadvertent importation of plant or animal diseases, the list of 220 destinations is based on those that have US Department of Agriculture facilities to handle ‘international garbage’, such as unconsumed raw foods.

Neither is it an unusual restriction, adds Buckley: “You can’t expect someone to clear US Customs and then go to, say, Canada and stop there before going on to the US. That would just negate the clearance process.”

If a pre-cleared aircraft does have to divert to another airport other than the one in its flight-plan – either because of weather or a medical emergency, for example – passengers and crew will have to go through the full normal Customs process again in the US. Catering to executive jet passengers could become a useful revenue stream for the Irish airport, says London-based international business aviation lawyer with Gates and Partners, Aoife O’Sullivan: “This market is not by any means about facilitating a wealthy family to take their corporate jet to Cannes for the weekend,” she said. “There is a hugely lucrative market out there that is about efficiency in travel for the higher end of the business market.

“In 2007 it was worth €19.7 billion ($26.3 billion) in gross value-add to Europe and, with relatively little effort, Shannon can become a European hub for the sector and corner a very significant slice of this.”

If it does, indeed, achieve this business jet ‘hub’ status, other opportunities could well arise from it, says Signature Flight Support’s general manager for its Irish operations, Michael Ryan. “The follow-through could include becoming a registration and service centre for corporate jets and a back office for operators. In turn, this will potentially bring a lot of high net-worth individuals to Shannon and create tourism and potential foreign direct investment opportunities.”

Indeed, says Buckley, for travellers wanting to break their long-distance flights overnight, or those who like what they see as they pass through Shannon and decide to stay a little longer on their next visit, there is an authentic Irish castle-cum-five star hotel within 10 minutes’ drive of the runway.

If their time on the ground is limited to the time it takes to refuel their aircraft, they still have the opportunity to do some duty-free shopping – and perhaps try Shannon’s other claim to fame, Irish coffee, invented there in the late 1940s and hiding an alcoholic kick in its dark depths. Of course, says Buckley, if religious observances mean that alcohol must be excluded, “We can always do you a ‘special’ with lovely Irish cream and sugar. We’re very accommodating that way…”

A-Z OF MEBAA MEMBERS

A-Z of MEBAA Members Although only five years since its formation, the Middle East Business Aviation Association is growing strong and already plays a major role alongside other industry associations on the world stage.

Membership is open to companies and organisations involved in the business aviation industry including manufacturers and operators as well as affiliates who provide services or support or have an interest in the industry in the Middle East region.

Members come from across the Middle East and North Africa and there are many examples of companies and suppliers working together to grow the market in the region. Companies from Europe, the United States and Australia have also joined the Association to enjoy clearer access and links to the operators in the Middle East.

This short directory offers a brief snapshot of the companies that were members of MEBAA as of November 2011. The list is not exhaustive and material used has been obtained from a number of sources. Neither the companies concerned nor the publishers hold any responsibility for any specific claims or data that is listed here and the information is subject to change.

Further information about the members’ services or products should be sought from the companies themselves either directly or via their websites.

The membership list is continually updated through the MEBAA website, as are details about how to join the Association.

MIDDLE EAST BUSINESS AVIATION REVIEW • 63

A-Z OF MEBAA MEMBERS

ABAG - ASSOCIAÇÃO BRASILEIRA DE AVIAÇÃO GERAL

ABU DHABI NATIONAL INSURANCE COMPANY (ADNIC)

Rua Cel. Tobias Coelho, 147 Jardim Aeroporto São Paulo, SP P.O. Box 04357-070 Brazil Tel: +55 11 50322727 Fax: +55 11 50311900 Email: mail@abag.org.br Web: www.abag.org.br

Khalifa St. ADNIC Building Abu Dhabi P.O. Box 839 United Arab Emirates Tel: + 971 2 408 0100 Fax: + 971 2 408 0604 Email: adnic@adnic.ae Web: www.adnic.ae Abu Dhabi National Insurance Company (ADNIC) is a composite insurance company established in 1972, and has endeavoured to be the prominent provider of quality and affordable insurance products and services.

ADNIC has witnessed continuous growth in all insurance segments with strong financial results and balance sheet that consistently ranks us as one of the best in the industry. Our strong, financial backbone – supported by strong reinsurance protection – enables us to keep our sheet and longterm commitments to our clients and partners. Our experienced insurance professionals provide an array of innovative insurance products and services that coincide with our diverse clients’ needs and expectations.

AFFILIATE ASSOCIATION

SUPPLIER

ABU DHABI AVIATION

AIRBUS CORPORATE JETS

P.O. Box 2723 Abu Dhabi United Arab Emirates Tel: +971 2 575 8000 Fax: +971 2 575 7775 Email: adava@abudhabiaviation.com Web: www.adaviation.com

Airbus Middle East Dubai Airport Freezone East Wing 2, Mezzanine Floor P.O. Box 54341 Dubai United Arab Emirates Tel: + 971 4 299 6761 Fax: + 971 4 299 6762 Email: corporate.jet@airbus.com Web: www.airbuscorporatejets.com

Abu Dhabi Aviation is the largest commercial helicopter operator in the Middle East, operating 72 helicopters in action or on an order (21 Augusta Westland AW139, 15 Bell 412, 19 Bell 212 and 4 Bell 206), 3 fixed-wing aircraft (3 DHC-8); employing nearly 750 personnel, including some 129 pilots and 221 aircraft maintenance engineers. The bulk of the company’s business activity is in support of Abu Dhabi Offshore Oil and Engineering/Construction Companies.

Other business activities include medical evacuation, survey, photography and charter. Additionally, all crop spraying in the UAE is accomplished

by ADA, as well as most aerial spraying in the Sultanate of Oman.

Airbus Corporate Jets Space that goes a long way Airbus’ ACJ318, ACJ319 and ACJ320 have the widest, tallest, most comfortable and most spacious cabins of any business jet, plus intercontinental range, and are the new top-end of the corporate jet market.

They are complemented by a family of Airbus VIP wide bodies with more capacity, comfort and capability, including the ‘non-stop to the world’ range.

Airbus corporate jets have won more than 170 sales to date and are derived from the world’s most modern airliner family.

Airbus is an EADS company.

OPERATOR 64 • MIDDLE EAST BUSINESS AVIATION REVIEW

FOUNDER MEMBER

A-Z OF MEBAA MEMBERS

AIR CHARTER SERVICE FZCO

AL BATEEN EXECUTIVE AIRPORT, ABU DHABI

Air Charter Service FZCO Dubai Airport Freezone West Wing Building 4WB/241 Dubai 293696 United Arab Emirates Tel: +971 4 214 9339 Fax: +971 4 204 5086 Email: dmitriy.korshunov@acs.ae Web: www.aircharterservice.com

Al Bateen Executive Airport Abu Dhabi Airports Company Abu Dhabi 94449 United Arab Emirates Tel: +971 2 449 4521/ +971 2 494 9999 Fax: +971 2 494 2333 Email: fbo@albateenairport.com Web: www.albateenairport.com

Air Charter Service provides clients with private jet, commercial airliner and cargo aircraft charter solutions and has offices in North America, South America, Europe, CIS, the Middle East and Asia.

ACS has access to 50,000 aircraft worldwide enabling them to create charter solutions for any client, no matter their need and requirements. The company’s commitment to their customers means that every client has 24/7 access to their dedicated account manager who can often have an aircraft airborne within an hour of confirmation.

The company’s turnover in 2010 was over $350 million which is ready set to be surpassed in 2011.

Al Bateen Executive Airport, the dedicated business aviation airport of Abu Dhabi Airports Company (ADAC), is the first of its kind in the Middle East and North Africa (MENA) region and is conveniently located within only five kilometers from the central business district of Abu Dhabi, the UAE Capital.

As part of its vision to lead the business aviation industry in the region, Al Bateen Executive Airport launched its FBO handling service under the brand name DhabiJet. DhabiJet will bring together all of the requirements for Business Aviation customers visiting Al Bateen as a ‘one stop shop’ under the management and coordination of a singly highly trained DhabiJet Customer Service Team. DhabiJet will further provide a range of dedicated crew amenities in the newly opened crew lounge and operations centre, such as a relaxation lounge, sleep rooms, showers and rest areas along with easy access to new flight planning facilities.

SUPPLIER

SUPPLIER

AIRCRAFT GUARANTY

AL FUTTAIM WILLIS CO. LLC

Aircraft Guaranty Title Corporation 2058 FM 356 North P.O. Box 2549 Onalaska Texas 77360 United States of America Tel: +1 281 445 7594 Fax: +1 281 445 7599 Email: agc@agcorp.com Web: www.agcorp.com

Al Futtaim Willis Co. LLC. 3rd Floor Building 6 Dubai Outsource Zone (DOZ) Dubai P.O. Box 152 United Arab Emirates Tel: +971 4 429 4700 Fax: +971 4 429 1375 Email: adairh@willis.com Web: www.willis.com

Private Trust Company, specializing FAA aircraft registration for non-US citizens and citizen entities. Certified by the 9th District Court of the state of Wyoming as a corporate fiduciary. Second largest aircraft owner listed on the US civil aircraft register. Providing aircraft trust registrations to the international community since 1989.

AFFILIATE

Willis is the leading aviation insurance broking company in the world. We have achieved this by recognising that Insurance broking is more than just the transaction. We analyse the individual needs of our clients and develop tools to create cost effective solutions to satisfy their risk management requirements.

Specialist aviation insurance capability located locally and supported by the Willis regional and global network makes Willis the broker of choice to the corporate aviation industry.

AFFILIATE MIDDLE EAST BUSINESS AVIATION REVIEW • 65

A-Z OF MEBAA MEMBERS

AL JABER AVIATION

AL SALAM AIRCRAFT COMPANY

Al Jaber Aviation Al Bateen Executive Airport Abu Dhabi 95220 United Arab Emirates Tel: +971 2 657 6666 Fax: +971 2 657 6667 Email: mark.pierotti@ajaprivatejets.com Web: www.ajaprivatejets.com

King Khaled International Airport, Industrial Park P.O. Box 8012 Riyadh 11482 Kingdom of Saudi Arabia Tel: +966 1 220 3966 Ext. 1119,1818,1122 Fax: +966 1 220 3972 Email: shiekhah_al-dosary@alsalam.aero/pr@alsalam.aero Web: www.alsalam.aero

Al Jaber Aviation (AJA) is an Executive & VIP aircraft charter operator offering ‘Your Private Airspace’ to our VIP passengers. AJA are based at Al Bateen Executive Airport Abu Dhabi but operate to and from all destinations worldwide. AJA also offers management solutions for private owners of aircraft as well as many aviation related services. With a fleet of Embraer and Airbus aircraft, AJA can offer a private tailored service, designed to the need of the client. AJA are part of the Al Jaber group, one of the largest groups in the region.

Alsalam Aircraft Company is recognized as a leading provider in the Middle East of maintenance, modification, interior design and refurbishment services for Head-of-State, VIP, and business jet aircraft. We are certified locally and internationally as a Part 145 Repair Station and dedicated to offering, at our facilities in Riyadh, the most cost-effective solutions to our customers’ most demanding requirements.

OPERATOR

AFFILIATE

ALPHA GLOBAL INDUSTRIES

AUSTRALIAN BUSINESS AIRCRAFT ASSOCIATION INC.

Habtoor Business Tower 28th Floor P.O. Box 53209 Dubai United Arab Emirates Tel: +971 4 447 5722 Fax: +971 4 447 5721 Web: www.hmmllc.net

9 Guthrie Ave. Cremorne NSW 2090 Australia Tel: +61 2 9953 0363 Email: abaadbell@optusnet.com.au Web: www.abaa.com.au

SUPPLIER 66 • MIDDLE EAST BUSINESS AVIATION REVIEW

AFFILIATE ASSOCIATION

A-Z OF MEBAA MEMBERS

AVIATION BUSINESS

AVPRO, INC.

P.O. Box 500024 Dubai United Arab Emirates Tel: +971 4 444 3000 Fax: +971 4 444 3030 Email: kenneth.mitchen@itp.com Web: www.arabiansupplychain.com

900 Bestgate Road Suite 412 Annapolis Maryland 21401 United States of America Tel: +1 410 573 1515 Fax: +1 410 573 1919 Email: cduckett@avprojets.com Web: www.avprojets.com

Aviation Business is the only publication covering the aviation and airport sectors throughout the Middle East with a BPA audited circulation of 5,034 subscribers. It is well placed to cover the dynamic growth of the local aviation industry and the rapidly expanding airports in the UAE and wider region.

Circulated to industry professionals in the MENA region each month, the magazine covers all aspects of commercial aviation and airport development, including aircraft, IT and airport technology. The title is one of many magazines published by ITP Business, publisher of more trade titles than any other company in the Middle East.

Avpro’s results come from our commitment to exceeding each client’s expectations whether in aircraft brokerage, acquisition or consulting. With decades of combined experience, Avpro is one of the largest international aircraft brokerage and consulting firms in the world. Our dedication to performance, integrity and reputation, has resulted in annual sales in excess of $1 billion with an average of 80-90 transactions per year. Buying, selling or leasing is not about knowing which aircraft are advertised or available. It is about having good information with which to make an informed decision. With good information, there are no bad decisions.

AFFILIATE

AFFILIATE

AVIATRAX S.A.

BAASA BUSINESS AVIATION ASSOCIATION FOR SOUTHERN AFRICA

17 Boulevard Royal L-2449 Luxembourg Grand Duchy of Luxembourg Tel: +352 26302707 Fax: +352 24611749 Email: info@aviatrax.com Web: www.aviatrax.com

Gate 9, Lanseria International Airport P.O. Box 658 Lanseria, 1748 South Africa Tel: +27 11 805 0680 Fax: +27 11 805 0599 Email: kim@caasa.co.za Web: www.caasa.co.za

AVIATRAX, a multi-jurisdictional group of companies, provides turn-key solutions for business aviation and delivers the highest standards of service and support for aviation consulting, aircraft sales and acquisition, aircraft financing, CAMO, crewing and corporate aircraft management.

The bespoke Crew Leasing Programme offers aviation professionals on short and long term off- and on- shore contracts, TRI/TRE’s, CRI/CRE’s and technicians, enabling staffing flexibility for competitive monthly service fee (no recruitment fees!), which includes management of crew finances, expenses and per diem.

AVIATRAX TECHNICS is approved EASA CAMO, Cayman CAA (OTAR 39) and also approved Maintenance Coordinator under the AN(OT)O, which governs the operational control and airworthiness of Cayman registered aircraft. The company is Isle of Man and Aruba accepted.

AVIATRAX also provides broad based aviation consulting for clients such as aircraft owners, banks, private wealth managers and law firms, based on professionalism, trust and confidentiality.

Locations: Luxembourg, United Kingdom, Dominica, Malta.

AFFILIATE

AFFILIATE ASSOCIATION MIDDLE EAST BUSINESS AVIATION REVIEW • 67

A-Z OF MEBAA MEMBERS

BBGA BRITISH BUSINESS AND GENERAL AVIATION ASSOCIATION

BISHOP GMBH - AERONAUTICAL ENGINEERS

19 Church Street Brill Aylesbury HP18 9RT United Kingdom Tel: +44 1844 238020 Fax: +44 1844 238087 Email: guy@bbga.aero Web: www.bbga.aero

Aviation House Blankeneser Bahnhofstr. 12 22587 Hamburg Germany Tel: +49 40 866 25810 Fax: +49 40 866 25820 Email: bishop.peter@bishop-gmbh.com Web: www.bishop-gmbh.com Bishop GmbH concentrates on the core aeronautical engineering disciplines of stress analysis (including fatigue & DT), systems, aerodynamics (including icing and acoustics) and loads. It also deals in the field of stress report and specialist engineering software tool writing for structural analysis and system simulation. It has contributed to the development of the Airbus A318, A380, and A400, and they are already working on new projects for Airbus.

AFFILIATE ASSOCIATION

SUPPLIER

BEXAIR

BOEING BUSINESS JETS

BEXAIR Executive Terminal Bahrain International Airport P.O. Box 50280 Muharraq Kingdom of Bahrain Tel: +973 17 325 900 Fax: +973 17 325 969 Email: info@bexair.com Web: www.bexair.com

P.O. Box 3707 M/C 1E-77 Seattle, WA 98124-2207 United States of America Tel: +1 206 662 4300 Fax: +1 206 662 4330 Email: business.jets@boeing.com Web: www.boeing.com/commercial/bbj Boeing Business Jets is dedicated to bringing the best of commercial aviation into the realm of private air travel. We offer our customers a wide range of Boeing products which can be customised for the private, business or governmental sectors.

The robust characteristics of these commercially inspired airplanes are an excellent value proposition when outfitted for the private market. They offer space, reliability and world wide support

FOUNDER MEMBER 68 • MIDDLE EAST BUSINESS AVIATION REVIEW

FOUNDER MEMBER

A-Z OF MEBAA MEMBERS

BOMBARDIER AEROSPACE

CBAA - CANADIAN BUSINESS AVIATION ASSOCIATION

Bombardier Aerospace Dubai Airport Free Zone Bldg, 5E-639 P.O. 371039 United Arab Emirates Tel: +971 4 250 0181 Fax: +971 4 250 0296 Web: www.bombardier.com

55 Metcalfe St. Suite 430 Ottawa Ontario K1P 6L5 Canada Tel: +1 613 236 5611 Fax: +1 613 236 2361 Email: info@cbaa.ca Web: www.cbaa-acaa.ca

Bombardier Aerospace is the world’s third largest civil aircraft manufacturer, with engineering and manufacturing operations based in the United Kingdom, United States, Canada and Mexico, and with worldwide aircraft support services.

Recognised as the leader in business aviation, Bombardier offers the industry’s largest and most comprehensive business jet portfolio including the legendary Learjet, world renowned Challenger and industry-leading Global jet families.

Bombardier is currently proceeding as scheduled with the design and development of two all-new business aircraft platforms – the Learjet 85 midsize business jet and the Global 7000/Global 8000 ultra long-range aircraft.

The Canadian Business Aviation Association (CBAA) is a non-profit association formed in 1961 as Canada’s voice for business aviation. Since its inception, CBAA has assumed an increasing leadership role in its advocacy for Canadian business aviation interests. With a membership of 750 companies and organisations, including operators, management companies and suppliers, CBAA represents the entire business aviation community with a unified and collective voice.

Bombardier has a strong presence in the Middle East. In addition to headquartering its Middle East and Africa sales, technical support and marketing in Dubai, UAE, Bombardier offers aircraft maintenance, AOG support, 24/7 PartsExpress service and pilot training. The company also has field and support staff deployed across the Middle East and a regional parts depot in Dubai.

FOUNDER MEMBER

AFFILIATE ASSOCIA-

BUSINESS AIRCRAFT OPERATORS ASSOCIATION

CEDAR JET CENTER-MEAG

310, G+5 Building IGI Airport New Delhi 110037 India Tel: +91 11 472 50100 Fax: +91 11 460 15915 Email: secretary@baoa.in Web: www.baoa.in

General Aviation Terminal-Beirut R. Hariri International Airport Beirut 11-3133 Lebanon Tel: +961 1 622 142/3 +961 3 38 5001 Fax: +961 1 622 145 Email: cedarjetcenter@meag.com.lb Web: www.cedarjetcenter.com

Business Aircraft Operators Association (BAOA) is a not for profit organisation and is in the process of establishing itself as a common voice and platform for Business Aviation: a nodal agency that can act as an interface between the regulatory authorities and the owners and operators. In a short space of time BAOA has been able to establish its credentials as a reputable organisation.

Business Aviation in India is going through a turbulent period which - provided with supportive regulations and the right operating conditions - will certainly realise its full potential. BAOA is currently working under a Governing Board comprising of 11 elected members: Mr. Rohit Kapur (president), Capt. Sandeep Saraf (Vice President) and Executive Committee headed by Capt. Karan Singh (Managing Director) and Capt. Anuvrat Arya (Secretary).

AFFILIATE ASSOCIATION

Cedar Jet Center (FBO) is a subsidiary of the Lebanese national carrier Middle East Airlines. It is manned by a professional team that offers dedicated VIP handling services to private and executive aircraft at Beirut’s Rafic Hariri International airport.

Its team works hard to keep customers satisfied, tailoring its services to meet their unique requirements and to assure them that as customers of Cedar Jet Center, they will receive nothing less than service of the highest quality.

Cedar Jet Center - the first ISAGO provider FBO in the Middle East - operates 24hrs/365 days a year and can handle any aircraft, from turboprops and very light jets up to Boeing 747s.

With its professional and friendly staff, modern equipment, spacious hangar and upscale lounge, Cedar Jet Center brings new levels of luxury, service and safety to corporate aviation in Lebanon.

SUPPLIER MIDDLE EAST BUSINESS AVIATION REVIEW • 69

A-Z OF MEBAA MEMBERS

CELESTIAL AIRWAYS LIMITED

CFM INTERNATIONAL

Level 9 Convention Tower Dubai Convention Centre Dubai 71082 United Arab Emirates Tel: +971 4 317 5800 Fax: +971 4 317 5811 Email: aviation.admin@celestial.aero

Rond Roint René Ravaud Moissy-Cramayel France Tel: +33 1 60 59 9197 Fax: +33 1 60 59 5553 Email: olivier.dumont@snecma.fr Web: www.snecma.fr .

OPERATOR

SUPPLIERTION

CESSNA AIRCRAFT COMPANY

CHAPMAN FREEBORN AVIATION SERVICES FZE

One Cessna Boulevard Wichita, KS 67215 United States of America Tel: +1 316 517 6000 Fax: +1 316 517 6640 Web: www.cessna.com

106, 2 West Wing Dubai Airport Free Zone Dubai 54619 United Arab Emirates Tel: +971 4 299 7029 Fax: +971 4 299 7032 Email: Passenger: paxdxb@chapman-freeborn.com/ Cargo: cargodxb@chapman-freeborn.com Web: www.chapman-freeborn.com

Cessna is the world’s leading general aviation company. Since 1927, Cessna has designed, produced and delivered more than 192,500 airplanes around the globe. This includes more than 6,100 Citation business jets, making it the largest fleet of business jets in the world. Today, Cessna has two principal lines of business: aircraft sales and aftermarket services. Aircraft sales include Citation business jets, Caravan single-engine utility turboprops, single-engine piston aircraft and lift solutions by CitationAir. Aftermarket services include parts, maintenance, inspection and repair services. In 2010, Cessna delivered 535 aircraft - including 179 Citation business jets - and reported revenues of $2.6 billion.

Chapman Freeborn is the world’s leading aircraft charter and aviation support company, with a proven reputation for innovation, expertise and professionalism.

Established in 1973, Chapman Freeborn has over 35 years of experience providing specialist air charter solutions for both passenger and cargo movements. With over 30 offices strategically located across 23 countries, our global coverage is unparalleled.

As a private company operating independently we have the flexibility to select the best aircraft and operators to meet our client’s needs. Chapman Freeborn are famous for specialising in VIP & Executive Corporate Charter, Passenger Group Charter, Entertainment Specialists, Aircraft Leasing, Cargo Charter, Humanitarian Relief & Disaster Response, Support Services and AOG Support.

Each office has a team of professional multilingual charter experts who are contactable 24/7/365.

SUPPLIER 70 • MIDDLE EAST BUSINESS AVIATION REVIEW

SUPPLIER

A-Z OF MEBAA MEMBERS

CLYDE & CO LLP

CQM - CABIN COMPLETION QUALITY MANAGEMENT

Rolex Tower Sheikh Zayed Road Dubai P.O. Box 7001 United Arab Emirates Tel: +971 4 331 1102 Fax: +971 4 331 9920 Email: clyde@clydeco.ae Web: www.cludeco.com

Postfach 540142 Hamburg D-22501 Hamburg Germany Tel: +49 41 629 42527 Mob: +49 17 127 62114 Fax: +49 41 629 42526 Email: info@cqm.aero / info@acesvip.com Web: www.cqm.aero / www.acesvip.com

Clyde & Co is independently recognised year on year as one of the world’s leading aviation law firms by a number of legal directories and industry commentators. Our global practice comprises of more than 100 aviation lawyers, making Clyde & Co a natural choice for clients seeking in-depth experience and aviation expertise in the Middle East and across the globe.

Cabin Completion Quality Site Management for Airbus A318-A380 and Boeing BBJ-747-8VIP and 787VIP to protect client interests on site and assure value for money. Provider of Assistance in Specification Risk Analysis, Completion Agreement Review and Advisory Service for unbiased completion facility and designer selection. Optional coverage available for Manufacturing Production Assembly Inspection at all Airbus and Boeing Plant sites for all type models in current and future production.

SUPPLIER

AFFILIATE

COMLUX MIDDLE EAST

DASSAULT FALCON

Al Barsha’a Building 145 Road 2403 /Area 224 /Office 6 Muharraq P.O. Box 10494 Kingdom of Bahrain Tel: +973 17 339 033 Fax: +973 17 339 543 Email: fly@comluxaviation-me.com Web: www.comluxaviation-me.com

Dassault Aviation 78 Quai Marcel Dassault Cedex 300 92552 Saint-Cloud France Tel: +33 1 47 11 44 13 Fax: +33 1 47 89 68 Web: www.dassaultfalcon.com

Comlux Middle East was established in The Kingdom of Bahrain at the beginning of 2010, to offer locally based solutions for VIP charter services and aircraft management to the Middle East market. Comlux Middle East is offering the largest fleet of Airbus VIP aircraft available for charter in the Middle East region. Our quality and professionalism, which have made the reputation of the Comlux Group, allow us to set new standards in Business Aviation in the Middle East, operating always at the highest standards of safety and reliability. .

Since 1963, Dassault Falcon, the global leader in the large-cabin business jet segment, has delivered over 2,100 Falcon business jets to more than 70 countries worldwide. The family of Falcon jets currently in production includes two tri-jets – the Falcon 900LC, and the 7X – as well as the twin-engine 2000LX and the new Falcon 2000S. In addition to setting industry standards in aircraft design, parent company Dassault Aviation has also led the industry in the development of new flight systems such as the EASy Flight Deck and the Digital Flight Control Systems, the first fly-by-wire control system on a business jet – the Falcon 7X. Falcons are widely recognized for their performance and efficiency and are considered as the most economical and environmentally responsible jets in their class.

The Dassault Service Center Network includes 30 Authorized Service Centers (ASC), 5 Company Owned Service Centers and 7 Satellite Service Stations all strategically located throughout the world.

AFFILIATE

FOUNDER MEMBER MIDDLE EAST BUSINESS AVIATION REVIEW • 71

A-Z OF MEBAA MEMBERS

DC AVIATION GMBH

EMBRAER EXECUTIVE JETS

DC Aviation Stuttgart Airport 70629 Suttgart Germany Tel: +49 711 933 06 333 Fax: +49 711 933 06 481 Email: sales@dc-aviation.com Web: www.dc-aviation.com

Office 26, Building 2 Dubai Media City P.O. Box 72280 Dubai United Arab Emirates Tel: + 971 4 391 4824 Fax: + 971 4 391 8029 Web: www.embraerexecutiveJets.com

DC Aviation GmbH is the leading provider of business jets in Germany and ranks as one of the leading operators in Europe. DC Aviation offers a complete range of business services – from aircraft management and aircraft chartering to the maintenance of business jets. The young fleet is comprised of a modern short-range jet, the Citation XLS, medium and long-range jets, such as the Gulfstream G450/G550 and also includes the VVIP Airbus 319 CJ.

Embraer’s Executive Jets portfolio encompasses seven aircraft. From the entry level to the ultra-large jets, offering varied cabin sizes, flexible ranges and fitted to the most diverse demands. On the upper segments, the Legacy 650 and Lineage 1000 jets are positioned at the top of their categories offering premium comfort, with respectively three and five distinctive cabin zones and excellent performance. The Legacy 650 will provide longer trips for up to 14 passengers at range of 3,900 nm with four passengers. The Lineage 1000 can carry 19 passengers at range of 4,400 nm with eight passengers.

Both with NBAA IFR fuel reserves.

AFFILIATE

AFFILIATE

DONALD H. BUNKER AND ASSOCIATES

EMIRATES-CAE FLIGHT TRAINING

Al Reem Tower Suite 1606 Al Maktoum Street Dubai 42717 United Arab Emirates Tel: +971 4 222 9747 Fax: +971 4 222 8767 Email: bunker@emirates.net.ae Web: www.dhbassociates.com

P.O. Box 111066 Dubai United Arab Emirates Tel: +971 4 218 7211 Fax: +971 4 283 1658 Email: camille.mariamo@cae.com Web: www.cae.com

Donald H. Bunker and Associates is the only aviation law firm in the Arabian Gulf and is one of the few firms specialising exclusively in aviation law in the world. Our firm specialises in providing legal and financial advice in connection with - amongst other things - the sale, purchase, finance and lease of new and used aircraft, related equipment and management, and operating agreements for aircraft owners and operators. We are able to negotiate an entire legal, financial and technical package, coordinating with sellers, aircraft operators, manufacturers, financiers, insurers, government support agencies and their lawyers. Our firm’s mission is to provide prompt, comprehensive, affordable and practical legal and financial advice to individuals, corporations, airlines and related organisations around the world. We work very closely with our clients to provide a tailor-made service and encourage them to consider our firm an integral part of their management team.

SUPPLIER 72 • MIDDLE EAST BUSINESS AVIATION REVIEW

CAE is a world leader in providing simulation and modelling technologies and integrated training solutions for the civil aviation industry and defence forces around the globe. CAE employs more than 7,500 people at more than 100 sites and training locations in more than 20 countries. We have the largest installed base of civil and military full-flight simulators and training devices.

Through our global network of 32 civil aviation, military and helicopter training centres, we train more than 80,000 crew members annually.

Emirates-CAE Flight Training (ECFT) is jointly operated by the Emirates Group and CAE and is located close to Dubai International Airport. Approved

by EASA / JAA, the FAA and the UAE GCAA, the facility offers training to business aircraft, civil helicopter and commercial aircraft operators in the Middle East, Europe, Africa and Asia.

Pilot training platforms include Airbus, Bell Helicopter Textron, Boeing, Bombardier, Dassault, Gulfstream and Hawker Beechcraft. Standard and customdesigned maintenance technical training programmes are also available.

FOUNDIER MEMBER

A-Z OF MEBAA MEMBERS

EUROPEAN BUSINESS AVIATION ASSOCIATION (EBAA)

EXECUTIVE AIRCRAFT SALES LTD

Avenue de Tervuren 13a Box 5 Brussels 1040 Belgium Tel: +32 2 766 00 70 Fax: +32 2 768 13 25 Email: info@ebaa.org Web: www.ebaa.org

Bateen Area Tower C-6 Suite C-801 Abu Dhabi P.O. Box 32195 United Arab Emirates Tel: +971 2 667 5524 Fax: +971 2 667 5525 Email: info@execairsales.com Web: www.execairsales.com

Mr. Fabio Gamba - CEO EAS is a specialised aircraft sales and acquisition company providing client tailored aviation solutions to airlines, governments, corporations and high net worth individuals. EAS’ activities are divided between those of commercial aviation and corporate/VIP segments. With offices in UAE, USA and Russia, we strive to provide our clients with an unparalleled access to aviation assets.

MEBAA, NBAA and IS-BAE certified. More on: www.elitejets.aero.

Mr. Brian Humphries - President

AFFILIATE ASSOCIATION

AFFILIATE

EXECUJET MIDDLE EAST

EXECUTIVE AIRCRAFT SERVICES

Dubai Airport Free Zone Dubai 32072 United Arab Emirates Tel: +971 4 601 6300 Fax: +971 4 299 7817 Email: marketing@execujet-me.com Web: www.execujet.net

General Aviation Terminal Rafic Hariri International Airport Beirut Lebanon Tel: +961 1 628 260 Fax: +961 1 628 261 Email: info@fly-executive.com Web: www.fly-executive.com

ExecuJet manages 150 business jets worldwide under the most stringent safety standards. Its commercial fleet is operated under the regulatory umbrella of eight regional civil aviation issued air operating certificates.

Headquartered in Zürich, Switzerland, ExecuJet has operations in six regions – Africa, Asia, Australasia, Europe, Latin America and the Middle East, embracing a workforce of over 800 experienced staff.

EAS is the leading charter, aircraft management, and ground handling company based at Rafic Hariri International Airport Beirut. EAS owns and operates the latest handling equipment and provides charter services with Hawkers and manages Global XRS, Legacy, Hawker Aircraft, Falcon 900 and Challenger 300. EAS scope of business has been expanding with the opening of its hangar in February 2009 and the acquisition of its AMO by the Lebanese CAA which completes the list of aviation services offered by EAS. EAS will start performing line maintenance on Hawkers before expanding to other types and more thorough maintenance tasks. EAS engineers are trained at Flight Safety USA, as well as CAE Dubai.

ExecuJet established a base in Dubai in 1999 and was one of the first independent companies to offer business aviation services in the region, providing the finest new and pre-owned sales, aircraft management, flight operations, FBO and maintenance services.

FOUNDIER MEMBER

OPERATOR MIDDLE EAST BUSINESS AVIATION REVIEW • 73

A-Z OF MEBAA MEMBERS

F&E AEROSPACE

FALCON AVIATION SERVICES

P.O. Box 36851 Dubai United Arab Emirates Tel: +971 4 286 7755 Fax: +971 4 286 6166 Email: event@dubai.aero Web: www.fegroup.ae

P.O. Box 44044 Abu Dhabi United Arab Emirates Tel: +971 2 444 8866 Fax: +971 2 6660550 Email: salem.al-kayoumi@falconaviation.ae Web: www.falconaviation.ae

F&E is a member of the Tarsus Group PLC, the International businessto-business media group which has interests in exhibitions, conferences, publishing and online media.

With our 50 years’ experience, F&E delivers world class trade events for businesses from all over the world and is dedicated to facilitating the development of relationships between buyers and sellers, helping them to do business in their respective markets efficiently and profitably. F&E Aerospace manages all aerospace events in the F&E portfolio including: MEBA (Middle East Business Aviation), AIME (Aircraft Interiors Middle East), MRO Middle East (Maintenance, Repair and Overhaul), GATE (Gulf Aviation Training Event) and our flagship event the Dubai Airshow, which is regarded as the most influential aerospace event in the Middle East and a core driver in both F&E and the UAE continuing to be one of the world’s leading destinations for conducting aerospace business.

FOUNDIER MEMBER

FOUNDIER MEMBER

FAI RENT-A-JET (DBA FLIGHT AMBULANCE INTERNATIONAL)

FLEMING GULF

Flughafenstrasse 100 (GAT) Nuernberg 90268 Germany Tel: +49 911 36009-0 Fax: +49 911 36009-59 Email: info@fai.ag Web: www.rent-a-jet.de

Dubai Airport Free Zone Building No. 4E/A, Office 523 - 526 Dubai 54772 United Arab Emirates Tel: +971 50 538 2532 Fax: +971 50 609 1589 Email: brad.hariharan@fleminggulf.com Web: www.fleminggulf.com

FAI rent-a-jet AG operates one of Europe´s largest fleets of business jets consisting of 15 Learjets (3 x LJ 35 A-R/X, 1 x LJ 40 XR, 7 x LJ 55 + 4 x LJ 60), 2 CL 604, 1 CRJ 200, 1 Global Express and 1 Falcon 900 DX EASy, constituting a total of 20 aircraft. Six Learjets (5 x LJ 55 + 1 x LJ 60) are based in WestAfrica, supporting peacekeeping missions, another 6 Learjets (2 x LJ 35, 2 x LJ 55, 2 x LJ 60) + CL 604 are operating a dedicated Air Ambulance Service out of FAI´s homebase at Nuernberg, Germany while a Falcon 900, CRJ and Global Express - together with 1 Learjet 60 - are operating a dedicated VIPCharter. FAI has also its own in-house Maintenance certified according EASA Part 145, as well as an in-house TRTO combined with FAI´s EU-OPS 1 AOC. Beside VIP-Charter, Air Ambulance and Maintenance Services, FAI also offers turnkey Aircraft Management for aircraft owners.

AFFILIATE 74 • MIDDLE EAST BUSINESS AVIATION REVIEW

Fleming Gulf has a rich five year history of organising high quality, industry specific business events on a broad spectrum of topics. With a presence in Bratislava, Budapest, Dubai, Kuala Lumpur, New York and Prague – the Fleming group of companies are globally known for their innovative business intelligence events that demonstrate commitment and support to regional markets.

SUPPLIER

A-Z OF MEBAA MEMBERS

FLIGHTSERVE UK LTD

FUJAIRAH INTERNATIONAL AIRPORT

84 Brook St Mayfair London W1K 5EH United Kingdom Tel: + 44 845 6860744 Fax: + 44 203 0068854 Web: www.flightserveuk.com

Fujairah International Airport Fujairah 977 United Arab Emirates Tel: +971 9 222 6222 Fax: +971 9 222 0992 Email: ashraf.mktg@fujairah-airport.com/marketing@fujairah-airport.com Web: www.fujairah-airport.com Fujairah International Airport is a government organisation with fully equipped international airport facilities. Situated at a strategic point linking the east and west, it maintains a solid reputation for providing the most upto-date facilities to passengers and air cargo operators. The aviation industry is well aware of the benefits offered at Fujairah International Airport, such as our open sky policy, low handling rates and our very competitive fuel rates which also make us attractive to cargo handlers.

Recent expansion of passenger terminal and infrastructure, MRO and FBO facilities (available for leasing), makes Fujairah International Airport a world class Middle East airport.

AFFILIATE

OPERATOR

FLITEPORT

GAINJET AVIATION

DAFZA Building 4W, Office 740 P.O. Box 293880 Dubai United Arab Emirates Tel: +971 4 204 5505 Fax: +971 4 204 5504 Web: www.fliteport.aero

108 Andrea Papandreou Glyfada Athens 16561 Greece Tel: +30 210 9636 101 Fax: +30 210 9636 845 Email: sales@gainjet.com Web: www.gainjet.com GainJet Aviation is a worldclass, VIP Charter Operator with global reach, based in Athens, which has a sales office in London Heathrow. The company provides a large, EASA regulated fleet that offers a wide range of VIP aircraft, spread throughout the Middle-East, Africa and Europe, combined with the highest standards of safety, security and passenger care. GainJet provides a customised journey, tailored to the specific desires and needs of the client. Whatever your requirements may be, wherever your journey takes you, GainJet flies you wherever you want, whenever you want. So enjoy your flight and let us take care of the rest.

AFFILIATE

AFFILIATE MIDDLE EAST BUSINESS AVIATION REVIEW • 75

A-Z OF MEBAA MEMBERS

GAMA AVIATION FZC

GULF CENTRE FOR AVIATION STUDIES (GCAS)

Building 6EB, Office 550 Dubai Airport Free Zone Dubai P.O. Box 54912 United Arab Emirates Tel: +971 4 609 1688 Fax: +971 4 609 1689 Email: info.mena@gamagroup.com Web: www.gamagroup.com

GCAS – Gulf Centre for Aviation Studies Al Bateen Executive Airport P.O. Box 94449 Abu Dhabi United Arab Emirates Tel: +971 2 49 42 355 Fax: +971 2 49 42 366 Email: training@gcas.ae Web: www.gcas.ae

Gama Aviation FZC is the Middle East arm of the international Gama Group of companies. Founded in the UK in 1983, the group now covers the Middle East, Europe and North America and provides business aviation services around the globe. We provide GCAA, EASA and FAA licensed air charter services, EASA and FAA Part 145 Maintenance, EASA Part 21 Design and Installation, Aviation Software and Aircraft Cleaning services with the addition of GCAA Part 145 expected in early 2012. The group currently has operations in Sharjah and Dubai and operates a growing regional fleet which form part of an international complement of near 80 aircraft, representing 11 major business aircraft manufacturers and ranging in size from the Learjet 45 all the way through to the Airbus Corporate Jet. The group’s plans for 2012 including further regional growth throughout the Middle East as well as expansion into the Far East market.

The Gulf Centre for Aviation Studies The region’s dedicated Airport & Aviation training hub GCAS is the world’s first International Civil Aviation Organization (ICAO) “TRAINAIR PLUS” training centre and a fully certified and endorsed aviation training institution by the General Civil Aviation Authority (GCAA) of the United Arab Emirates.

GCAS is committed to furthering the collective expertise and knowledge base in the aviation industry. Positioned within a world-class international business aviation airport, GCAS offers airport and aviation employees comprehensive leading edge theoretical and practical training modules to promote best practice in the various sectors in aviation.

OPERATOR

SUPPLIER

GB AA - GERMAN BUSINESS AVIATION ASSOCIATION

GULFSTREAM AEROSPACE CORPORATION

c/o BDI Breite Str. 29 Berlin D-10178 Germany Tel: +49 30 8329007 Fax: +49 30 8329007 Email: ceo@gbaa.de Web: www.gbaa.de

Im Langwingerten 1 CH-8450 Andelfingen Switzerland Tel: +41 52 317 4305 Fax: +41 52 317 4306 Email: ruedi.kraft@gulfstream.com Web: www.gulfstream.com

The German Business Aviation Association emerged from the working group on business aviation at the Federation of German Industries (BDI). It is a registered association and has its headquarters at the BDI. The GBAA sees itself as an association representing the interests of corporate aviation and of non-scheduled commercial aviation within the framework of general aviation, as defined by the international civil aviation organisation. It is an independent organisation with individual assignments, demands and requirements.

The GBAA is a member of the European Business Aviation Association (EBAA) - with its headquarters in Brussels - and of the International Business Aviation Council (IBAC) which is headquartered in Montréal.

AFFILIATE ASSOCIATION 76 • MIDDLE EAST BUSINESS AVIATION REVIEW

Gulfstream Aerospace Corporation, a wholly owned subsidiary of General Dynamics (NYSE: GD), designs, develops, manufactures, markets, services and supports the world’s most technologically advanced business-jet aircraft.

Gulfstream has produced some 1,900 aircraft for customers around the world since 1958. To meet the diverse transportation needs of the future, Gulfstream offers a comprehensive fleet of aircraft, comprising the wide-cabin, high-speed Gulfstream G150®; the new large-cabin, mid-range Gulfstream G280®; the large-cabin, mid-range Gulfstream G350®; the large-cabin, long-range G450®; the large-cabin, ultra-long-range Gulfstream G500®; the large-cabin, ultra-longrange Gulfstream G550® and the ultra-large-cabin, ultra-long-range G650®.

FOUNDER MEMBER

A-Z OF MEBAA MEMBERS

HADID INTERNATIONAL SERVICES

HAWKER BEECHCRAFT

West Wing 3 DAFZ 54508 Dubai United Arab Emirates Tel: +971 4 299 7777 Fax: +971 4 299 7700 Email: uae@hadid.aero Web: www.hadid.aero

Hawker Beechcraft International House Aviation Park Flint Road Saltney Ferry Flintshire CH4 0GZ United Kingdom Tel: +44 1244 523803 Fax: +44 1244 523550 Web: www.hawkerbeechcraft.com

Founded in 1981 and known worldwide as the world’s leading provider of on-demand aviation services, Hadid International Services offers a diverse array of aviation services such as overflying & landing permits, flight planning, charter brokerage handling, fueling and transportation. With its highly trained professionals, state-of-the-art aviation services, unmatched global reach and over 30 years of experience in the aviation industry, Hadid International Aviation Services is the undisputed leader in the field of aviation services.

Headquartered in Dubai, Hadid also operates from its offices in Damascus, Algeria, London, Lubeck, Moscow, Benghazi, Tehran, Karachi, India and now Niger, to better serve its customers.

Hawker Beechcraft Corporation is a world-leading manufacturer of business, special mission, light attack and trainer aircraft – designing, marketing and supporting aviation products and services for businesses, governments and individuals worldwide. The company’s headquarters and major facilities are located in Wichita, Kan., with operations in Salina, Kan.; Little Rock, Ark.; Chester, England, UK.; and Chihuahua, Mexico. The company leads the industry with a global network of more than 100 factory-owned and authorised service centres. For more information, visit www.hawkerbeechcraft.com

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HAPPY DESIGN STUDIO /FRANCE

HONEYWELL AEROSPACE

13 Rue Edouard Teutsch Strasbourg 67000 France Tel: +33 6 61 14 55 42 Fax: +33 3 90 00 67 11 Email: info@happydesign.net Web: www.happydesign.net

Emaar Business Park Building 2, 2nd Floor Dubai 232362 United Arab Emirates Tel: +971 50 481 8837 Fax: +971 4 450 5900 Email: raghed.talih@honeywell.com Web: https://portal.honeywell.com/wps/portal/aero

Happy Design Studio is a French studio designing highly original and tailormade aircraft, helicopter and yacht liveries for civil, commercial, private or military aircrafts.

Created by Didier Wolff, Happy Design Studio has already established itself as one of the world’s most innovative and distinctive designer of aircraft liveries with examples of our work on display at the main events in the international aerospace calendar.

Happy Design Studio manages the entire design project and also supervises the painting of the aircraft on behalf of our clients - wherever they are - by relying on a large network of established and highly qualified technical partners.

For more than 100 years, Honeywell has been a pioneer in aerospace innovation. Each day, aircraft with Honeywell technologies fly across our skies. In fact, our products can be found on virtually every type of commercial airliner, business and general aviation jet, military aircraft and space vehicle in operation today.

Honeywell understands business aviation and manufacturers and operators across the Middle East have come to rely on us to deliver innovative new products and technologies. Our solutions for business aviation include the latest advancements in propulsion systems, APUs, environmental controls, integrated avionics, cabin systems and aircraft lighting. From takeoff to landing, Honeywell solutions help make flying safer, more reliable, more efficient and more cost effective.

For further information visit www.honeywell.com Honeywell Aerospace. Tomorrow’s Technology. Available Today.

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SUPPLIER MIDDLE EAST BUSINESS AVIATION REVIEW • 77

A-Z OF MEBAA MEMBERS

IBAA - ITALIAN BUSINESS AVIATION ASSOCIATION

JBAA – JAPAN BUSINESS AVIATION ASSOCIATION

Aviazione 65 20138 Milano Linate Italy Tel: +39 02 7611 0952 Fax: +39 02 7611 1110 Email: segreteria@ibaa.it

4-2, Otemachi 1-chome Chiyoda-ku Tokyo 100-1088 Japan Tel: +81 3 3282 2870 Fax: +81 3 5220 7710 Email: webmaster@jbaa.org Web: www.jbaa.org

AFFILIATE ASSOCIATION

AFFILIATE ASSOCIATION

INTERNATIONAL WINGS GROUP

JEPPESEN UK LIMITED MIDDLE EAST

Amman-Marka Airport 15031 Amman 11134 Jordan Tel: +962 6 489 9797 Fax: +962 6 489 9796 Email: sales@arabwings.com.jo Web: www.iwg-aviation.com

Dubai Airport Free Zone Building 4E, 6th Floor, Block B Boeing Offices Dubai P.O. Box 54289 United Arab Emirates Tel: +971 4 213 4850 Fax: +971 4 299 7052 Email: tawfic.hammad@jeppesen.com Web: www.jeppesen.com

International Wings Group (IWG) is the Middle East’s major aviation holding company. IWG is now the parent company of Royal Jordanian Air Academy, Queen Noor Civil Aviation Technical College, Arab Wings and Gulf Wings.

The Group’s business activities include: Education & Training, Aircraft Acquisitions & Sales, Brokerage in Aviation Services, Aviation Consultancy Services, Aircraft Maintenance and Aviation General Services.

OPERATOR 78 • MIDDLE EAST BUSINESS AVIATION REVIEW

For more than 75 years Jeppesen has made it possible for pilots and their passengers to safely and efficiently reach their destinations. Today this pioneering spirit continues as Jeppesen delivers essential information and optimisation solutions to improve the efficiency of air, sea and rail operations around the globe. Jeppesen is a subsidiary of Boeing Commercial Aviation Services, a unit of Boeing Commercial Airplanes.

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A-Z OF MEBAA MEMBERS

JET AVIATION MANAGEMENT AG

JET SUPPORT SERVICES, INC. (JSSI)

P.O. Box 229 8058 Zurich-Airport Switzerland Tel: +41 58 158 8888 Fax: +41 58 158 8885 Email: jmgt@jetaviation.ch Web: www.jetaviation.com

Farnborough Airport Ively Road Farnborough Hampshire GU34 5DU United Kingdom Tel: +44 1252 526588 Fax: +44 1252 526584 Email: info@jetsupport.com Web: www.jetsupport.com

Jet Aviation, a wholly owned subsidiary of General Dynamics (NYSE: GD), was founded in Switzerland in 1967 and is one of the leading business aviation services companies in the world. Close to 5,100 employees cater to client needs - from 25 airport facilities throughout Europe and the Middle East - including from Dubai, Jeddah and Riyadh, Asia and the Americas.

The company provides maintenance, completions and refurbishment, engineering, fixed base operations, along with aircraft management, charter services, aircraft sales and personnel services. Jet Aviation’s European and US aircraft management and charter divisions jointly operate a fleet of more than 200 aircraft.

JSSI is the largest independent provider of hourly cost maintenance programmes for aircraft engines and airframes. We offer comprehensive, flexible and affordable financial tools for managing the often unpredictable costs of operating and maintaining turbine-powered aircraft. JSSI serves customers globally and utilises a worldwide team of seasoned certified technical service representatives.

FOUNDER MEMBER

SUPPLIER

JETEX FLIGHT SUPPORT

KENYON INTERNATIONAL EMERGENCY SERVICES

Dubai International Airport 06EA, Office 807 Dubai 54698 United Arab Emirates Tel: +971 4 212 400 Fax: +971 4 212 499 Email: info@jetex.com Web: www.jetex.com

Kenyon Headquarters 15180 Grand Point Drive Houston, Texas USA 77090-6307 United States of America Tel: +1 281 872 6074 (24 Hours) Fax: +1 281 872 6086 Email: Kenyon@kenyoninternational.com United Kingdom Office Phone: +44 1344 316 650 (24 Hours) Fax: +44 1344 316 699 Middle East Regional Office Tel: +961 1 964 517 Fax: +961 1 964 501 Email: kenyonmiddleeast@kenyoninternational.com Web: www.kenyoninternational.com

JetEx is a leading innovator in the dynamic and rapidly evolving world of flight support. With experience catering to some of the highest profile clients in private aviation, our international teams provide dedicated round-the-clock service orchestration precision support to any location across the globe. We handle every detail of private flight, including aircraft charter, over flight and landing permits, flight planning, fuel supply, ground handling, post flight logistics and much more.

FOUNDER MEMBER

Kenyon is an international leader in disaster management, providing preincident crisis planning and post emergency response services on behalf of the world’s foremost companies. Privately owned, Kenyon remains the only firm in its business with over a hundred year history, comprehensive resources, and experience in every type of mass fatality accident including aviation disasters, naturals disasters, war and terrorist attacks. Kenyon Operations Services provide experienced, specialised personnel and equipment to respond to incidents. Kenyon Consulting Services provide incident-experienced planning and training specialists to develop and implement crisis management systems.

Headquartered in Houston-Texas, it has offices in Sydney-Australia, London-UK and Beirut-Lebanon.

SUPPLIER MIDDLE EAST BUSINESS AVIATION REVIEW • 79

A-Z OF MEBAA MEMBERS

LINE UP AVIATION

MARSH AVIATION & AEROSPACE PRACTICE

City Business Centre Horsham West Sussex RH13 9LJ United Kingdom Tel: +44 1403 217688 Fax: +44 1403 217922 Email: ian@luap.com Web: www.luap.com

C/O Marsh Inso LLC P.O. Box 64057 13th Floor, Al Gurg Tower Dubai United Arab Emirates Tel: +971 4 223 7700 Fax: +971 4 227 2020 Email: james.dowlen@marsh.com Web: www.marsh.com

Line Up Aviation is a leading international resource management company specialising in the placement of Executive, Management, Engineering and Maintenance personnel on behalf of some of the world’s leading airlines, regulatory authorities, manufacturers and MRO organisations. The company has over 30 years experience in business aviation and we manage placements for both permanent and contract staff. Our dedicated recruitment specialists have many years experience, they know the industry and our clients’ needs, ensuring the highest caliber personnel are selected.

AFFILIATE

AFFILIATE

LUFTHANSA TECHNIK

MEDAIRE, AN INTERNATIONAL SOS COMPANY

P.O. Box 630300 Hamburg D-22313 Germany Tel: +49 40 507 05553 Fax: +49 40 507 05605 Email: marketing.sales@lht.dlh.de Web: www.lufthansa-technik.com

331 North Bridge Road #17-00 Odeon Towers 188720 Singapore Tel: +65 6330 9534 Fax: +65 6837 2389 Email: fion.boon@medaire.com Web: www.medaire.com

Lufthansa Technik is the leading single-source service provider for mediumsized and large VIP, corporate and governmental aircraft, including the Boeing 747-8 and the Airbus A380. Lufthansa Technik’s global VIP & Executive Jet Solutions network provides highly customised state-of-the-art interior completions, modifications, engineering services and maintenance solutions in which it takes care of the entire life cycle of the aircraft. Based on the experience gained over 40 years, the company has carried out more than 80 full completions to date. Lufthansa Technik’s Innovation Center is offering high-end technical solutions for customers, especially in the area of in-flightentertainment and cabin management systems.

The world leader in aviation assistance, MedAire provides an integrated safety solution of 24/7 medical and security services, training and equipment for guests and crew while in-flight or traveling away from home. Telephone and e-mail access to MedAire’s in-house medical and security specialists secures immediate advice and local referrals during medical and security events. We arrange for cashless medical visits, assistance with lost documents, advice on visas, vaccinations, help with lost prescriptions, evacuation support and much more. Our members-only online portal provides medical, security and travel information and advisories.

FOUNDER MEMBER 80 • MIDDLE EAST BUSINESS AVIATION REVIEW

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A-Z OF MEBAA MEMBERS

MEDI BUSINESS JET

MUBADALA GE CAPITAL PJSC

29 Boulevard Moulay Youssed Casablanca Morocco Tel: +212 522 27 92 55 Fax: +212 523 39016 Email: harroude@medibusinessjet.com Web: www.medibusinessjet.com

Mubadala GE Capital PJSC 22nd Floor Al Sila Tower Sowwah Square Abu Dhabi 47553 United Arab Emirates Tel: +971 2 401 3115 Fax:+971 2 401 3001 Email: matthieu.chavrot@mubadala-ge.com Web: www.mubadala-ge.com

Established in 2007, Medi Business Jet provides Aircraft Charter Services and Aircraft Management Solutions for VIPs, corporate and individual clients. We offer flexible private jet travel options on our modern fleet of aircraft which includes the Lear Jet 45, Gulfstream G450 and King Air 350.

Mubadala GE Capital PJSC is a specialized commercial finance company based in UAE, offers financial solutions to help businesses grow in rapidly evolving economic environments. MGEC is joint venture between Mubadala Development Company PJSC (Mubadala) and General Electric Capital and are headquartered in Abu Dhabi. Products offered by the company include commercial lending and leasing solutions plus we also do equity investments. The sectors we focus on are based on regional developments needs in META, where both Mubadala and GE have deep domain industry experience. These include power & water, oil & gas, healthcare, industry & manufacturing, transportation, aerospace & infrastructure.

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SUPPLIER

MIDROC AVIATION

NATIONAL AIR SERVICES (NAS)

Jeddah P.O. Box 65 Kingdom of Saudi Arabia Tel: +966 2 616 2252/ +966 2 616 2253 Fax: +966 2 616 2259 Email: Johnny-antoon@msn.com

P.O. Box 305161 Riyadh 11361 Kingdom of Saudi Arabia Tel: +966 1 217 1800 Fax: +966 1 465 7199 Email: salhamdan@nasaviation.com

Corporate Aviation Department based in Jeddah, KSA.

National Air Services is a charter airline based in Jeddah, Saudi Arabia.

Founded in 2005, it is a privately owned premium class airline, operating domestic and international scheduled services and charter services. Its main base is King Abdulaziz International Airport, Jeddah, with a hub at King Khalid International Airport, Riyadh. The National Air Services fleet consists of several Boeing, Airbus, Gulfstream and Dassault Falcon aircraft.

OPERATOR

FOUNDER MEMBER MIDDLE EAST BUSINESS AVIATION REVIEW • 81

A-Z OF MEBAA MEMBERS

NBAA - NATIONAL BUSINESS AVIATION ASSOCIATION

OMAN INSURANCE COMPANY P.S.C.

NBAA - National Business Aviation Association 1200 Eighteenth St. NW, Suite 400 Washington, DC 20036-2527 United States of America Tel: +1 202 783 9000 Fax: +1 202 331 8364 Email: info@nbaa.org Web: www.nbaa.org

Mubadala GE Capital PJSC 22nd Floor Al Sila Tower Sowwah Square Abu Dhabi 47553 United Arab Emirates Tel: +971 2 401 3115 Fax:+971 2 401 3001 Email: matthieu.chavrot@mubadala-ge.com Web: www.mubadala-ge.com Mubadala GE Capital PJSC is a specialized commercial finance company based in UAE, offers financial solutions to help businesses grow in rapidly evolving economic environments. MGEC is a joint venture between Mubadala Development Company PJSC (Mubadala) and General Electric Capital and are headquartered in Abu Dhabi. Products offered by the company include commercial lending and leasing solutions plus we also do equity investments. The sectors we focus on are based on regional developments needs in META, where both Mubadala and GE have deep domain industry experience. These include power & water, oil & gas, healthcare, industry & manufacturing, transportation, aerospace & infrastructure.

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SUPPLIER

NEXUS FLIGHT OPERATIONS SERVICES

ONAIR

Bin Homran Center, Suite 504-A Tahlia Street Jeddah P.O. 13322 Jeddah 21493 Kingdom of Saudi Arabia Tel: +966 2 284 6228 Fax: +966 2 284 6229 Email: info@nexus.aero Web: www.nexus.aero

71 Avenue Louis Casa Geneva P.O. Box 42/1216 Switzerland Tel: +41 22 747 6392 Email: vip@onair.aero

NEXUS is the first and only licensed Company in Saudi Arabia and Bahrain to set up independent Flight Operations Services. Its headquarters are in Saudi Arabia with a back-up Flight Operations Centre located in Bahrain, as well as a new African base in Rwanda.

Since inception, NEXUS has established numerous vendor relationships and partnered with highly respected international companies such as FlightSafety International, ARGUS International and FAM International, MAZ and Datawise.

Offering top quality services ranging from global concierge and flight dispatch, to aircraft scheduling and maintenance, NEXUS provides superior technical expertise and complete convenience to all its clients.

AFFILIATE 82 • MIDDLE EAST BUSINESS AVIATION REVIEW

OnAir provides industry-leading, onboard connectivity solutions that enable passengers to stay connected while they travel and airlines and shipping lines to differentiate themselves through offering distinct services to customers.

Present aboard airlines on six continents, OnAir provides the online air-travel industry sponsored solution for commercial airlines, private and corporate jets, Airbus and Boeing aircraft, and for long and short-haul flights. OnAir’s services are based on SwiftBroadband, the high-bandwidth satellite technology from Inmarsat, which offers GSM, Mobile data and Internet.

OnAir is owned by SITA, the leading IT solutions provider to the air transport world and Airbus, the leading aircraft manufacturer. OnAir is a member of the GSM Association and an Inmarsat Distribution Partner for SwiftBroadband services.

Today OnAir has 37 customers, of which 20 are currently in service, including 12 airlines. The company also has regulatory approvals from 77 countries and roaming agreements covering more than 2.2 billion GSM subscribers.

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ORIENT FLIGHT SCHOOL

PERMAGARD FZC

40 GST ROAD ST.THOMAS MOUNT CHENNAI India Tel: + 91 44 22310027 Fax: + 91 44 22310027 Web: www.orientflights.com

Twin Towers 217 Baniyas Road Dubai United Arab Emirates Tel: +971 50 128 3840 Fax: +971 4 420 7188 Email: permagard@mailme.ae Web: www.permagard.ae Permagard paint protection is a sophisticated Polymer fluid which protects aircraft paint. Its incredible slick surface reduces maintenance. Once cured, the protective polymer layer provides a permanent barrier between an aircraft’s paint and the atmosphere. This offers UV filtering and high resistance to water and corrosive substances which damages the paint. Materials which can be protected include painted surfaces and the interior plastics, vinyls, fabrics and leather.

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PALM AVIATION FZCO

PRESIDENTIAL FLIGHT

DAFZA – G-23 Dubai 293711 United Arab Emirates Tel: +971 4 299 3100 Fax: +971 4 299 3200 Email: fltops@palmaviation.aero Web: www.palmaviation.aero

Abu Dhabi International Airport Abu Dhabi P.O. Box 689 United Arab Emirates Tel: +971 2 505 0203 Fax: +971 2 575 7973 Email: lee.roberts@presflt.ae

As leaders in global handling and flight support, no-one has more experience and agents in every region then we do. We offer every aspect of service, from credit handling, refuelling and permits, to itinerary planning and weather reports. All of which makes flying in and out of some of the world’s most remote airports hassle-free.

Presidential Flight (known as Amiri Flight until February 2010) provides VIP flight services to the Government of the United Arab Emirates and the ruling family of Abu Dhabi.

Palm Aviation: real leadership in Global Flight Support.

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OPERATOR MIDDLE EAST BUSINESS AVIATION REVIEW • 83

A-Z OF MEBAA MEMBERS

PRESTIGE JET RENTAL LLC

PRIVATE JET CHARTER LTD

Al Bateen Executive Airport Building 47 Abu Dhabi 44745 United Arab Emirates Tel: +971 2 444 0406 Fax: +971 2 444 0407 Email: info@prestige-jet.com Web: www.prestige-jet.com

Bradley International Airport Building 85-214 Windsor Locks CT06096 United States of America Tel: +1 860 627 5093 Fax: +1 860 760 6990 Email: accounting@pjcharter.com / ccorey@pjcharter.com Web: www.pjcharter.com

The range of services at Prestige Jet extends beyond the basic Charter A-Jet service. The company has established new standards in luxury and introduced to its customers the freedom to design their own routes and trips, pick their favourite jet and set all departure and destination plans. Prestige Jet has also introduced a new approach to the business in charter brokerage travel, aircraft sales and acquisition, and aircraft management.

OPERATOR

OPERATOR

PRIVATAIR

RAMJET AVIATION SUPPORT

18 Chemin des Papillons P.O. Box 572 Geneva CH-1215 Switzerland Tel: +41 22 929 6700 Fax: +41 22 929 6701 Email: sales@privatair.com/info@privatair.com Web: www.privatair.com

401A-BC4, RAK FTZ Ras Al Khaimah P.O. Box 11487 United Arab Emirates Tel: +971 7 227 8808 Fax: +971 7 227 8848 Email: ops@ramjet.aero Web: www.ramjet.aero

Geneva based, PrivatAir is a comprehensive aviation group with three divisions delivering service excellence both in the air and on the ground: Scheduled Services, Business Aviation (Aircraft Management, Aircraft Charter, Aircraft Sales, PrivatJetFuel / Fuel Management, Ground Services) and PrivatTraining.

PrivatAir aims to take the best practices of the commercial airline industry and to add the flexibility of business aviation, as well as its exceptional standards of service.

A blemish free history with soaring aspirations, we take our partners places and we’re proud of that. We provide the best worldwide aviation support services to our clients. Prompt, reliable and cost effective services: plain and simple.

So whether you require assistance in seeking permits for a private flight, or require extensive services - from ground handling to hotel accommodation for a chartered business flight spanning several countries and legs of journey, RamJet Aviation is a one stop sole provider to ensure a pleasant experience, leaving you to focus on the aims of your trip rather than the trip itself.

Call PrivatAir on +41 22 929 6730 or email sales@privatair.com

AFFILIATE 84 • MIDDLE EAST BUSINESS AVIATION REVIEW

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RBAA - RUSSIAN BUSINESS AVIATION ASSOCIATION

ROYAL JET

Maly Kakovinsky 4 121099 Moscow Russia Tel: +7 495 363 6252 Fax: +7 495 363 4801 Email: koshelev@stln.aero Web: www.rbaa.ru

P.O. Box 60666 Abu Dhabi United Arab Emirates Tel: +971 2 505 1503 Fax: +971 2 556 2620 Email: sohare@royaljetgroup.com Royal Jet is an award-winning international luxury flight services provider headquartered in Abu Dhabi, UAE. It is jointly owned by Abu Dhabi Aviation and the Amiri Flight - the Royal Flight Service - and is chaired

by His Excellency Sheikh Hamdan Bin Mubarak Al Nahyan, who serves as a Minister in the UAE Federal Cabinet. Royal Jet’s core offerings consist of the luxury VIP Aircraft Charter, Royal Med medical evacuation service, Fixed Base Operations (FBO)/VIP Terminal at Abu Dhabi International Airport and Aircraft Management and Acquisition Consultancy. Its current fleet of 10 aircraft includes 5 Boeing Business Jets, which makes it the world’s largest single BBJ operator; two mid-range Gulfstream 300s; a long-range Gulfstream IVSP; an Avro RJ85 jet and a Learjet 60.

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FOUNDER MEMBER

RIZON JET

SAAD AIR LTD

Rizon Jet Centre Doha International Airport Doha P.O. Box 32567 State of Qatar Tel: +974 4 419 9400 Fax: +974 4 419 9401 Email: enquiries@rizonjet.com Web: www.rizonjet.com

SAAD AIR P.O. Box 1658 Manama Kingdom of Bahrain Tel: +973 1 7 369291 Fax: +973 1 7 369167 Email: ysdaoud@saadairlimited.com

Rizon Jet is one of the leading business aviation service companies in the world. The company provides a wide range of services including aircraft maintenance, executive aircraft charter, aircraft management and fixed base operations (FBO), as well as aircraft sales and financing. The company is headquartered in Doha, State of Qatar with additional operating bases strategically located in the Middle East (United Arab Emirates) and Europe (United Kingdom). The brand new facilities at Doha International Airport and London Biggin Hill offer a new solution to private aviation, combining the most advanced technologies with complete comfort and luxury.

OPERATOR

SAAD Air is a private company based in Bahrain used only by the owner and his family - plus additional use by certain VIP guests - with the fleet consisting of an A320 VP-CSS (Cayman).

OPERATOR MIDDLE EAST BUSINESS AVIATION REVIEW • 85

A-Z OF MEBAA MEMBERS

SABENA TECHNICS

SATCOM1

Tour Maine-Montparnasse 33 Avenue du Maine BP47 75755 Paris Cedex 15 France Tel: +33 1 56 54 42 30 Fax: +33 1 43 21 79 26 Email: infotechnics@sabenatechnics.com Web: www.sabenatechnics.com

Centerholmen 16, 3.Sal Greve 2670 Denmark Tel: +45 4615 4546 Fax: +45 4615 4536 Email: sales@satcom1.com Web: www.satcom1.com

Sabena technics is a leading independent MRO provider to civil and military aircraft operators. Our services are organised into five activities: Airframe services, including VIP completion by Sabena technics, Component services, Integrated services, Military services and Training services, based on the basic principle of meeting our customers’ requirements. Sabena technics offers outstanding refurbishment and completion services for aircraft such as CRJ, ERJ, B737, A320, A330 and A340 aircraft families. Working with the best designers, Sabena technics develops and installs aircraft cabin projects for airlines, governments and business aviation operators. The group operates under the brands Sabena technics, Sabena technics training and Barfield in the US and employs over 3000 persons across its 17 sites worldwide.

Satcom1 activates all major SATCOM networks like Inmarsat, KU-band, Iridium and Thuraya. Satcom1 is a solution provider, designing SATCOM networks for VIP business jet and Head-of-State aircraft, servicing a high number of VIP business jet owners in the Middle East, European and Russian regions.

The networks designed by Satcom1 offer cell phone usage, live TV, Internet, email, voice and fax capability on board. Satcom1 offers individual billing for aircraft being used for charter operations or fractional ownership. Sactcom1’s AvioIP router platform software combined with the Inmarsat SwiftBroadband technology, provides cost effective end-user cell phone calls via SIP at levels of the highest quality and industry leading data acceleration and compression.

The Satcom1 support and engineering department is located in Le Bourget Airport, Paris, from where the Satcom1 team service our customers globally.

Satcom1 strives to simplify the sometimes complicated world of airborne satellite communication.

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SAGEM DEFENSE SECURITE

SHELL MARKETS MIDDLE EAST LIMITED

27 Rue Le Blanc 75512 Paris Cedex 15 France Tel: +33 1 58 12 41 72 Fax: +33 1 58 12 41 95 Email: stephane.werbrouck@sagem.com Web: www.sagem-ds.com

City tower II 14th Floor Sheikh Zayed Road Dubai P.O. Box 307 United Arab Emirates Tel: +971 4 303 5210(Tammy)/+971 4 303 5261(Leila) Fax: +971 4 332 1592 Email: leila.al-marashi@shell.com / tammy.alherais@shell.com Web: www.shell.com Every day at over 800 airports across more than 40 countries, Shell Aviation provides fuel for more than 7,000 aircraft, refueling a plane every 12 seconds.

In July 2009 Shell Aviation celebrated 100 years of delivering innovation to the aviation industry, based on Louis Blériot’s flight crossing the English Channel in 1909 using Shell fuel. Since this time Shell has played a crucial role in many landmark events in the aviation industry. In October 2009, the world’s first commercial passenger flight powered by fuel made from natural gas was flown

by Qatar Airways from London Gatwick to Doha. Shell developed and produced the 50-50 blend of synthetic Gas to Liquids (GTL) kerosene and conventional oil-based kerosene fuel. Over the last two years, Shell has been working with Airbus, Qatar Airways, Qatar Fuel Company (WOQOD), Qatar Petroleum, Qatar Science & Technology Park and Rolls-Royce to research the benefits of using GTL Jet Fuel.

SUPPLIER 86 • MIDDLE EAST BUSINESS AVIATION REVIEW

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SKA AIR & LOGISTICS

SKYLINE PRIVATE AIR

B-16 Dubai Airport Free Zone Dubai 293 551 United Arab Emirates Tel: +971 4 299 1651 Fax: +971 4 299 1652 Email: sales@ska-arabia.com Web: www.ska-arabia.com

9663 Santa Monica Blvd Suite 882 Beverley Hills CA 90210 United States of America Tel: +1 866 558 5376 Fax: +1 310 733 1814 Email: mustafa@skylineprivateair.com Web: www.skylineprivateair.com 9663 Santa Monica Blvd Suite 882 Beverley Hills CA 90210 United States of America Tel: +1 866 558 5376 Fax: +1 310 733 1814 Email: mustafa@skylineprivateair.com Web: www.skylineprivateair.com

SKA Air & Logistics is a world-class provider of aviation services and logistics.

Our diverse capabilities include a wide range of Aviation Services, Ground Logistics, Life Support, Fuel Supply Chain Management, Camp Construction, and Security Services. We specialise in moving people and equipment smoothly and safely in challenging environments.

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SKY AVIATION SERVICES

SKYTOURS MALDIVES

P.O. Box 121031 Sharjah Free Zone United Arab Emirates Tel: +971 6 557 5511 Fax: +971 6 557 5522 Email: ops@skyas.aero Web: www.skyas.aero

1st Floor, H Gadhagey Mohamed Fulhu Bldg Boduthakurufaanu Magu Male’ 20006 Maldives Tel: +960 300 2310 Fax: +960 300 2357 Email: ops@skytoursmaldives.com Web: www.skytoursmaldives.com

In 2007, UAE, Sky Aviation Services was established to support the ever increasing global demands for charter/aviation services. Sky aviation was born from a vision of structure able to offer worldwide class services significant to its client’ special needs.

Regardless of where you are located, Sky Aviation Services is ready to fulfill your aviation requirements. To accomplish our mission, we rely on a group of highly experienced employees and a global network of distinguished agents dedicated to helping you around the clock.

Sky Aviation Services’ immediate success has prompted a quick expansion into Syria and Qatar.

Skytours Maldives started in 2003, with the vision to provide professional aircraft ground handling services to private and commercial airlines. Skytours is run by well trained and friendly staff led by management experienced in aviation.

Our services include:

• • • • • • • •

24/7 Operations Control Center Air Ground frequency @ 131.1 MHz Own dispatch office and crew rest lounge at VRMM Contracted Fuel Crew handling team with discounted crew rates Own resorts + more than 100 Contracted Resorts & Hotels Own Speedboats Largest number of private and medevac charters per year

It is clear why more than 85% of operators choose us.

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AFFILIATE MIDDLE EAST BUSINESS AVIATION REVIEW • 87

A-Z OF MEBAA MEMBERS

SMART AVIATION

SP GUIDE PUBLICATIONS PVT LTD

Cairo International Airport next to Hall #4 Cairo Egypt Tel: +20 222 686 430 Fax: +20 222 686 104 Email: sales@smartaviation.com.eg Web: www.smartaviation.com.eg

A-133 Arjun Nagar Opposite Defence Colony New Delhi 110003 India Tel: +91 11 2464 4693 Fax: +91 11 2464 7093 Email: guidepub@vsnl.com Web: www.spguidepublications.com

Smart Aviation is a Joint stock company. It has an A.O.C certificate #63 to operate as an Air Taxi & Air Ambulance.

The company started its operations three years ago with (3) new business Jet Aircraft ‘Cessna Citation 680 Sovereign’.

Smart Aviation aims to make the luxury of private jet travel an everyday convenience. Smart is proud to offer aircraft with the best combination of size, range and price. Smart Aviation offers the finest service for all private jet needs whether it is a weekend away, leisure or business. With numerous destinations whether within Egypt, the Middle East, Europe or further afield, Smart Aviation can take you on a direct flight and the clients travel anywhere, anytime as they desire.

Smart Aviation has received tow A/C Type (Bombardier Q400) 70 pax TurboProp Aircraft to the air transport market. It will provide the same standard of service as provided in a private jet, at the economy air fare.

Reputed journalist and visionary Shri S.P. Baranwal established Guide Publications in 1964. Gifted with an astute foresight, he weathered initial scepticism and reservation to launch the Military Yearbook in 1965 - a compendium of the Indian armed forces.

In the true spirit of the legacy and aspirations of its founder, Guide Publications was in subsequent years deftly propelled forward by Mr. Jayant Baranwal, Editor-in-Chief and Publisher, who deferentially renamed the company SP Guide Publications and its globally renowned flagship product, SP’s Military Yearbook. International repute and worldwide readership received a further boost with the launch of SP’s Aviation in 1998, SP’s Land Forces in 2004 and SP’s Naval Forces in 2006. Today, together with the SP’s Military Yearbook, the three magazines have surged ahead of competitors.

Beside the turbo-prop field, Smart will introduce the helicopter for civilian market, starting with the cleaning of power line insulators, as a pioneer provider in the region.

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SOGEREP LTD.

TAG AVIATION BAHRAIN

Riyahd, 11531 P.O. Box 41699 Kingdom of Saudi Arabia Tel: +966 1 464 2068 Fax: +966 1 464 4190 Web: kalsadhan@sogerep.com

TAG Aviation Bahrain Offices 304/305 3rd Floor Al Barsha Building Bahrain International Airport Muharraq Kingdom of Bahrain Tel: +973 1 733 9463 Fax: +973 1 733 9506 Web: www.tagaviation.com

SOGEREP Ltd. Aka SOGEREP AVIATION is the only company in Saudi Arabia specifically licensed to import, stock and sell aircraft spare parts. With capabilities for virtually any model of aircraft or helicopter we offer factory new spare parts, provide components on an exchange basis, with a components repaid and return service. We support a number of the fleets in this region through our Factory Representation Agreements and provide Contracted Maintenance and Flight Operations for helicopter and fixed wing aircraft.

SUPPLIER 88 • MIDDLE EAST BUSINESS AVIATION REVIEW

TAG Aviation Bahrain specialises in the professional management and operation of Business Jet aircraft on behalf of our clients. We provide individually tailored aviation services to suit the needs and requirements of each client, providing highly personalised services to every customer. Our standards of excellence and client service are based on expertise, enthusiasm, team spirit and a passion for aviation. Let the professionalism of TAG Aviation be your Business Jet partner.

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A-Z OF MEBAA MEMBERS

THE ALLEN GROUPE

THE REGISTRY OF ARUBA

The Allen Groupe 4215 Lindy Circle Orlando FL 32827 United States of America Tel: +1 407 825 6910 Fax: +1 407 825 6910 Email: scheduling@allengroupe.com Web: www.allengroupe.com

8750 NW 36th ST Suite 210 Miami Florida, 33178 United States of America Tel: +1 305 471 9889 Fax: +1 305 471 8122 Email: dcolindres@airsafetyfirst.com Web: www.airsafetyfirst.com

Did you get into aviation to clean airplanes? We did.

The Allen Groupe is a professional aviation services company. We provide our clients a Worry Free Experience™ so they can focus on their mission.

The Allen Groupe currently serves 25 locations in North America and 3 locations in Europe. We provide cleaning services, luxury amenity stocking, de-icing and refurbishment to executive and commercial fleets. We also have a long-standing tradition of providing our services for the majority of the global Air Shows.

Visit us at www.allengroupe.com or call us (North America) +1.866.535.6500 (Europe) +33.1.4838.1970

The Aruba International Aircraft Register was established in 1995. Since this time Aruba has become a centre of excellence for the registration of private, corporate and commercial aircraft. The Registry of Aruba has established an excellent reputation for providing a friendly, customer orientated service, which responds quickly and effectively to registration requests. Combined with a competitive scheme of charges, The Registry of Aruba offers a great advantage over other offshore jurisdictions and traditional governmental registers.

Some Benefits of Registering Aircraft in Aruba:

• • • • •

Favourable tax environment and tax efficient structures Aircraft Registration in 2-3 business days Accession to the Cape Town Convention Excellent asset security with flexible and innovative financing and leasing structures Regulations ensuring international enforcement and preserving aircraft resale values and ease of re-exporting

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THE JET COLLECTION

TIMES GROUP – ARABIAN AEROSPACE

1455 W. Hubbard 2nd Floor Chicago, Illinois 60642 United States of America Tel: +1 312 226 8541 Fax: +1 312 226 8542 Email: info@thejetcollection.com Web: www.thejetcollection.com

Thamesgate Business Centre Thamesgate House 37 Victoria Avenue Southend-On-Sea Essex SS2 6DF United Kingdom Tel: +44 1702 322000 Fax: +44 1702 322001 Email: mark.brown@timesgroup.co.uk Web: www.timesgroup.co.uk

Whether you’re looking to acquire or dispose of an aircraft, we can provide valuable assistance at any stage of the process. We can show you where the market is going and which models to consider. We conduct comprehensive pre-purchase evaluations and handle aircraft contract negotiations.

The Times Group publishes – Middle East Business Aviation Review (MEBAR) – the official annual publication of the Middle East Business Aviation Association (MEBAA), reviewing the latest trends and developments in the Business Aviation sector within the Middle East and North Africa.

Times Group also publish the quarterly magazine Arabian Aerospace which is now approaching its 4th year of publishing, having rapidly achieved its target of becoming the premier title for the entire aerospace industry across the Middle East, North Africa and Turkey. Recognized as the leading and essential information tool for aviation and defence professionals working within, or interested in, the MENA region. Our daily updated hot-news element is delivered online at www.arabianaerospace.aero where you can subscribe to the magazine FREE OF CHARGE.

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AFFILIATE MIDDLE EAST BUSINESS AVIATION REVIEW • 89

A-Z OF MEBAA MEMBERS

TYROLEAN JET SERVICES

VIPJET

Fuerstenweg 180 Innsbruck 6020 Austria Tel: +43 512 22577 Fax: +43 512 22577 21 Email: tjs@tjs.at Web: www.tjs.at

Complexe Linat No 8 Bd Rachidi Casablanca 20100 Morocco Tel: +212 522 4726 03 Fax: +212 522 2044 12 Email: ops@vipjetmorocco.com Web: www.vipjetmorocco.com

Tyrolean Jet Services (TJS) was established in 1978 in Innsbruck, Austria, operating Business Jets to valuable clients on the worldwide Executive Air Charter Market. TJS has its own in-house EASA Part-145 approved maintenance facility. Customer oriented dispatch available 24/7. For flights to, from and within the USA, TJS is certified operator with FAA Part 129 & Visa Waiver Approvals.

We are looking forward to continuing our business according to our own internal high standards including IS-BAO certification and ARG/US Platinum rating.

• • • •

EBAA Golden Safety Award 2010

VIPJET is flight services provider in Morocco offering permits, ground handling, catering, fuel and accommodation services for executive, charter and commercial flights. We can support our customers 24/7 with a professional and trained staff, VIP facilities for crew and passengers, a full set of equipments, fast refueling procedures and much more. All company founders are professionals from the aviation field and have contributed their expertise and experience within a single service platform. Committed to serve you, we will strive to offer the best cost in the area for the comparable service, without sacrificing safety or quality.

BACA Global Excellence Award 2009+2010 NBAA Commercial Business Flying Safety Award 2009 MENA Business Aviation Award 2008

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UNIVERSAL WEATHER AND AVIATION, INC.

WALLAN AVIATION

Building 130 London-Stansted Airport Stansted Essex CM24 1QH United Kingdom Tel: +44 1279 665 212 Fax: +44 1279 680 372 Email: mid-eastsales@univ-wea.com Web: www.universalweather.com

P.O. Box 3176 Riyadh 11471 Kingdom of Saudi Arabia Tel: +966 9 200 1 8585 Fax: +966 9 200 1 8484 Email: info@wallanaviation.com Web: www.wallanaviation.com Wallan Aviation is a Cessna Authorised Sales Representative (ASR) in the Middle East, Cessna Authorised Service Facility (ASF) and Authorised Bell Helicopter Independent Representative for Saudi Arabia. It has GACA Repair station (AMO – 015) at Thumamah, Riyadh (16NM North of King Khalid Int, Airport) , GACA Line Maintenance (AMO – 015A) at King Khalid Int, Airport Riyadh, Williams Authorized Service Station, CAA Pakistan Approval (CAA/ AW/320) and CPC Flying School and Thumamah, Riyadh.

SUPPLIER 90 • MIDDLE EAST BUSINESS AVIATION REVIEW

FOUNDER MEMBER

A-Z OF MEBAA MEMBERS

WAMAR INTERNATIONAL, LLC

Z-AVIATION SERVICES

1919 Williams Street, Suite 310 Simi Valley California 93065 United States of America Tel: +1 805 526 2480 Fax: +1 805 584 1421 Email: steve.friedman@wamar.aero Web: www.wamar.com

17 Mustafa Rifaat St. Block No 1138 Cairo Egypt Tel: +20 222 687 914/915 Fax: +20 222 665 411 Email: caroline.adel@zasair.com Web: www.zasair.com

Wamar has an extensive knowledge of corporate, commercial and military aviation industries.

Over the past 25-plus years we have been extensively involved in providing our customers with advisory services which seek to expand their service scope and quality, while keeping operational costs to a minimum. We have overseen engine and rotable acquisition programmes, aircraft maintenance, component maintenance, consumables procurement and other technical related programmes.

We are committed to be amongst the forerunners of the aviation industry, particularly in the MENA and sub-Saharan regions. Wamar has made significant contributions to the industry throughout these regions by introducing its airlines and corporate operators to state-of-the-art aviation practices including airline management, financing and management of the technical requirements of different aircraft types.

Established in 1967, Z-Aviation Services (ZAS) has built a strong reputation in the field providing a wide range of services starting from ground handling to full trip support. We understand the importance of prompt, safe, flexible and cost-effective solutions. Therefore, we pride ourselves in providing efficient and professional services, and an ability to consistently achieve and maintain the high standards expected by our airline clients. With a deep knowledge of the MENA region, with offices in the UAE, Sudan and Egypt, ZAS is the perfect partner in creating the link for successful operations in passenger, cargo and private flights.

At Wamar International we believe in ‘Engineering Simplicity – We Always Make Good Things Better’.

SUPPLIER

SUPPLIER

XJET

ZENON RECRUITMENT LTD

8201 S Interport Blvd Englewood Colorado 80112 United States of America Tel: +1 303 649 9538 Fax: +1 303 381 4651 Email: flights@xjetworld.com Web: www.xjetworld.com

Guildford Surrey GU1 4UX United Kingdom Tel: +44 1483 332000 Fax: +44 1483 539130 Email: andrew.middleton@zenon.aero Web: www.zenon.aero

XJet is an exclusive private aviation luxury service provider offering unparalleled service, facilities and economics to the private jet owner. Founded in 2004, XJet has set a new benchmark in private aviation by offering an array of amenities and a level of personal service unmatched by any other aviation service provider.

Zenon Recruitment is a specialist supplier of skilled personnel to airlines, MROs, VIP and Corporate Jet Operators worldwide. Our consultants have in excess of 30 years aerospace recruitment experience, providing recruitment support to our clients. Our global network of contacts and our state-of-the-art database enables us to quickly and efficiently supply high quality personnel to meet your requirements, from post holders, senior executives, pilots and engineers, through to sales and operations staff.

Zenon’s experienced consultants - with their extensive industry knowledge and international network of contacts - are ideally placed to source and recruit the highest caliber employees for any of your aviation personnel requirements in the Middle East.

OPERATOR

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A-Z OF MEBAA MEMBERS - AMENDMENTS

SAUDIA PRIVATE AVIATION P.O. Box 620 CC:122, Jeddah 21231, Kingdom of Saudia Arabia Unified number: +966 9200 13310 Fax: +966 26861017 E mail: spa@saudiairlines.com Savor our meticulous attention to detail, flawless luxury and unrivalled privacy on every flight. Rest assured, you’ve found the highest standards of safety in the aviation industry. We are a top-tier international luxury flight services provider headquartered in Jeddah, Saudi Arabia (KSA). Our company was founded

by Saudi Arabian Airlines in 2009 – one of the best commercial airlines worldwide. Our discerning élite clientele includes members of the royal family, VIPs, celebrities and business leaders from across the globe. Discover our services that aim at exceeding all expectations. “Mixing our heritage with a unique concept to set the bar in the private aviation industry” Our Vision To be pioneers in the private aviation sector.

Our Mission Providing unique services and constant innovation in Private Aviation.

Our Values Engraved in our values is the commitment to safety, and creativity, which is built on teamwork. We strive on to gain customer satisfaction by providing professional, unique and creative services through a teams’ spirit.

Our Goals 1. Meeting the growing needs of the private sector for the highest safety standards and degree of professionalism.

2. Contributing to the economic development of the Kingdom by building the infrastructure for private aviation services.

3. Providing accessibility to airports that are not covered by the commercial aviation sector in the Kingdom and abroad.

4. Offering provisions of ground services, operation, management and maintenance of aircraft for the private sector.

OPERATOR

AL SALAM AIRCRAFT COMPANY King Khaled International Airport, Industrial Park, P.O. Box 8012, Riyadh 11482 Kingdom of Saudi Arabia Tel: +966 1 220 3966 Ext. 1119, 1818, 1122 Fax: +966 1 220 3972 Email: shiekhah_al-dosary@alsalam.aero/pr@alsalam.aero Web: www.alsalam.aero Alsalam Aircraft Company is recognized as a leading provider in the Middle East of maintenance, modification, interior design and refurbishment services for Head-of-State, VIP, and business jet aircraft. We are certified locally and internationally as a Part 145 Repair Station and dedicated to offering, at our facilities in Riyadh, the most cost-effective solutions to our customers’ most demanding requirements.

AFFILIATE 92 • MIDDLE EAST BUSINESS AVIATION REVIEW